Top test KTM 640-950 Supermoto

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Top test KTM 640-950 Supermoto
Jahn

Top test KTM 640/950 Supermoto

Easy ?? or not?

What works easier: spectacular stunts with the 640 SM or wild drifts with twice the power of the 950 Supermoto? And which KTM is more suitable for everyday use, one or two-cylinder?

Supermotos, these are light, fun devices on wide 17-inch road tires, with which you can really heat up the knee slider group. That’s the cliche. In practice things are often different. Because if
an accomplished supersport pilot pulling the cable properly is with a 50 hp one-
cylinder nothing to align.
The idea seems just as obvious
how tempting to the big supermoto
from Austria with the powerful 950 twin. More pressure, more speed, more fun?
In terms of concept, the two are initially like sisters. On closer inspection are ?? Apart from the drive and the dimensions, of course? to make out differences. The smaller 640 is a clear descendant of the LC4 enduro. Wide wheels in the high leg-
ge off-road device, a fat window in front ?? that’s it. In principle, because with the
current double exhaust and many differences in detail, the SM clearly stands out from the enduro.
The big sister cannot be an offshoot at all because there is (yet) no 950 Enduro as a basis. Although she inherited the LC8 engine from the Adventure travel enduro, the chassis has been redesigned. The 950 SM is designed from the start as a fun bike for fun on the road. There is no need for endless spring travel, and light cast wheels offer advantages on the road over robust but heavy spoked wheels. With the brakes, the Austrians went to great lengths and installed two large discs with the latest radial components.
A measure whose necessity becomes understandable after a few kilometers with the 950. The thing works
off like Luzie, emotionally you would
Tap on well over 100 HP. The carburettor engine, unchanged from the Adventure, can also be used with
its linear characteristic and the
score with direct response. And in contrast to the first KTM two-cylinder engines, it is now mechanically clear-
Lich quieter, rattles and rattles practically no longer at lower speeds. A lot has happened there. Here is the hardware
completely unchanged, but obviously the Austrians now have the tolerances and processing of the individual parts better under control. Small flaw in the test machine: Oil squeezed out of both foot seals.
The impression of this thrilling engine makes you feel in the saddle
the 640 takes you to another world.
Sure, single-cylinder must and may in principle run rougher, that’s part of the character. It just has to be so rough
his? Only die-hard single freaks
will the fidgety? who, by the way, also sweated his oil on some seals ?? appreciate. It goes without saying that with half the nominal power it looks old in direct comparison, with a good 50 hp
don’t pull up trees.
The lightweight single-cylinder still does well in the draft. However, it must be taken into account here that the 640 is geared to just under 190, the 950
would only run into the limiter at 245. In theory, because neither of these speeds can be reached, the 640s and 950s could use shorter final ratios. Both run almost as fast in fifth as in sixth gear. While the twin conceals that well, the single always seems strained. It should not be forgotten that the LC4 is almost a racehorse compared to the current single-cylinder competitors. And a
nice wheelie in the second is always possible.
Really annoying with the 640 ever-
but the sloppy straight line. While the big one absorbs turbulence from the driver via the wide handlebars at speeds of around 200 km / h, but otherwise marches straight ahead quite bravely, the little one wobbles practically from a speed of 130-
table permanently terrifying. Longitudinal grooves on the autobahn mean that some people willingly turn off the gas. For this egg dance have hardened pilo–
maybe the nerves, but in the long run also no desire. The long suspension travel, which results in a high center of gravity of the vehicle, in conjunction with the low weight and the easy-to-handle steering geometry, ensure this tendency to swing, which is not very pleasant.
In the end, both riders are happy when they finally reach the curvy sumo area after fast connecting stages. Foot out, bend the machine and out of the hairpin on the rear wheel ?? it works very easily with the small and large SM. However, the must be cleaned up
Misconception that wide-handlebars are vastly superior to clip-ons in handling and steering precision. Rather the opposite is the case, every change of direction costs more power than with a ZX-10R. But the long lever arms cover up the handicap that results from longer suspension travel and less aggressive steering geometry. And the upright, confident sitting position does the rest. Super athletes are more difficult to master, whereas supermotos are more difficult to move quickly with much less effort and experience. And in an emergency, the latter offer more reserves. If the driver miscalculates, a solution can be found even in seemingly hopeless situations.
Of course, the low weight of the single cylinder helps. As long as the pace is moderate, the LC4 can be juggled through the curves with little effort. Surprisingly, the situation is reversed with more speed. The narrow single cylinder then looks tough, and the driver has to pull the handlebars quite a bit. Such quick changes of direction are much easier with the 950, although its full figure suggests less maneuverability-
ured. The large machine requires less power from around 100 km / h, steers more directly and stays on course more precisely, which is due to the shorter spring travel and the stiffer chassis components.
Typical Supermoto chassis are mostly sporty, i.e. rather tightly designed. In the case of the 640 SM it is KTM, however, overshot. Except for the spring base of the fork everything is adjustable, but the basic tuning is clearly too tight in terms of damping.
At least the spring rates fit, so
the setting with the rebound damping fully open at the rear and front is just bearable for a sporty driving style. If you want it to be more comfortable, you have to contact a suspension specialist. That could maybe also improve the hooky response of the WP fork. After all, the suspension travel is long enough to tackle even more violent terrain passages.
In contrast, the 950 is only
usable to a very limited extent. The spring travel is relatively short at around 200 millimeters. You shouldn’t make big jumps with it, especially since the oil tank and exhaust manifold are directly in the impact area. For the road, however, the suspension setup is excellent. The damping and springs are in the right range, and the response is impressive. The only important thing is to use a more brisk approach to set sufficient traction damping to prevent the hindquarters from pumping when accelerating out. MOTORRAD therefore recommends the set-up that KTM classifies as sporty. The one specified for normal operation-
Recommended positions offer good suspension comfort, but only fit with a cautious driving style.
Because such machines tend to be tight
are moved, the braking system is of particular importance. What the 640
has to offer largely corresponds to that
Equipment used in supermoto sport, namely four-piston caliper and 320 mm disc. That is enough to balance the 160 kilogram machine on the front wheel, but requires quite a lot of hand strength. The single cylinder is consequently not very easy to control in the limit area. With 9.3 m / s2, a professional brakeman still achieves decent values ​​for such a vehicle concept.
Of course, more is needed to delay a projectile like the two-cylinder SM
Effort. And what the 950 has to offer on this point is
suspect reference. Hardly any brake can be so finely dosed, spoiled with such transparent feedback ?? this is world class. The upright sitting position also contributes to the great braking behavior, in contrast to a super sports car, the wrists are much less stressed when braking hard.
Typically Supermoto, everything is very easy. The average deceleration of 10.2 m / s2 is not an absolute record, but it is easy and reliable to reproduce.
Finally, a word about tires, a hot topic in this segment. Do you need a lot of profile or more negative content? And how suitable do the tires have to be off-road? KTM puts the small SM on the tried and tested Pirelli MT 60. Certainly not a bad choice, the grip is enough, the limit range is huge. And in the terrain, the rough profile interlocks in the gravel. Good-natured tires that build trust, but are certainly also involved in the moderate steering behavior and unsatisfactory straight-line stability on the road. The 950 clearly defines itself:
The Pirelli Scorpion Sync are pure road tires with an increased negative proportion. An excellent solution with a lot of grip on asphalt and very good steering properties. Of course, little goes off-road.
What is the balance sheet? As a supermoto, the 950 is a huge bummer, a narrower waist would be desirable. As a fun device, it is almost unbeatable-
bar, the two-cylinder simply turns on. Drift freaks will not give a damn about the limited off-road suitability. The fun surcharge costs around 2700 euros there-
A lot is offered for. The single can handle more off-road, but wobbles on the road and should be more manageable. The vibrator engine is out of time today. The time seems ripe for a modern single cylinder. Or maybe for a small, nimble two-cylinder?

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Top test KTM 640-950 Supermoto

Top test KTM 640/950 Supermoto
Easy ?? or not?

On the slope

Sure, the big two-cylinder KTM is a mighty bummer. But why not do a few laps on the supermoto piste? More
After all, performance is usually helpful here too. MOTORRAD therefore tested on the great supermoto piste in Villars-sous-Ecot, France (www.mcvillars.com) to see whether the two KTMs were fit for racing. Supermoto DM driver and professional stuntman Jo Bauer (www.raptor-racing.de) was hired for this.
Both machines remained in series production. They are not racing machines that you put on slicks. Incidentally, KTM is now even using the factory
LC4 is no longer used in sport, the lighter racing models serve as the basis. And there are certainly no plans to use the 950.
Nevertheless, the V2 is a lot of fun even on relatively narrow karting tracks without difficult off-road passages. Because it is much easier to handle than you might think. And the engine impresses with its relentless thrust and hangs extremely softly on the gas. As expected, the high weight is noticeable at the limit, while the tank pushes tremendously when drifting. You can also feel the extra kilos in alternating curves.
With the more agile 640, the tires are the biggest drawback. With the Pirelli MT 60 she achieved a best lap time of 1:09:46 minutes, which is more than 2.5 seconds slower than the two-cylinder rolling on Scorpion Sync (1:06:85). Both are not ideal for serious exercise, but it is definitely enough for a few hot laps.

MOTORCYCLE measurements

Performance
Top speed * 215 (164) km / h

acceleration
0 – 100 km / h 3.5 (4.5) sec
0 ?? 140 km / h 6.0 (9.1) sec
0 ?? 200 km / h 14.1 (??) sec

Draft
60 – 100 km / h 4.8 (5.2) sec
100 ?? 140 km / h 4.7 (5.0) sec
140 ?? 180 km / h 6.0 (??) sec

Speedometer deviation
Effective (display 50/100) 47/95
(48/96) km / h

Consumption in the test
at 130 km / h 5.2 (5.0) l / 100 km
Country road 5.3 (4.5) l / 100 km
Theor. Range 330 (249) km
Fuel type super

mass and weight
L / W / H 2150/910/1350
(2120/870/1350) mm
Seat height 880 (910) mm
Handlebar height 1150 (1140) mm
Turning circle 4540 (5400) mm
Weight with a full tank 206 (160) kg
Payload 194 (191) kg
Wheel load distribution f / r 52/48 (47/53)%
Driving dynamics 1
Brake measurement
Braking distance from 100 km / h 37.9
(41.3) meters
Mean deceleration 10.2 (9.3) m / s2
Comments: The braking system of the 950 SM with radial brake calipers and radial hand pump can be perfectly dosed with extremely little manual force. The single-disc brake of the 640 SM, on the other hand, requires significantly more manual force with modest controllability.

Handling course I (fast slalom)
Lap time 20.3 (20.7) sec
vmax at the measuring point 114.9 (110.3) km / h
Comments: On the engine side, the 950 SM is clearly superior to its little sister. But the handiness is also surprisingly good, which is why the little Supermoto is not only beaten in terms of lap times, but also in speed. By the way: The speeds of the 950 SM are higher than those of most super athletes.

Handling course II (slow slalom)
Lap time 27.1 (28.3) sec
vmax at the measuring point 56.4 (54.8) km / h
Comments: The 950 SM steers very neutrally from one lean angle to the other. The 640 SM suffers from a significantly overdamped fork rebound. The 640 SM offers greater freedom from lean angles.

Performance chart

Are beautifully linear
Power and torque curves for the 950 SM. The single-cylinder cannot be blamed for major break-ins,
but not much comes out of it at the top. After all, the maximum speed of 8500 rpm is impressive. Both test machines stand well in the feed. The gear diagram of the 950 series shows an even gradation, a slightly shorter one
However, final translation would bring even more dynamism.

Delay diagram

The curve of the 950 Supermoto is a fine example of how smooth it is
Deceleration is possible with a well-adjustable brake. There aren’t any
Break-ins, the driver can sensitively brake to the limit. The 640 stoppers are not bad either, but the modulation suffers from the high hand strength.

Technical data: KTM 640 LC4 Supermoto

Engine: water-cooled single-cylinder four-stroke engine, a balance shaft, an overhead, chain-driven camshaft, four valves, rocker arm, wet sump lubrication, constant pressure carburetor, Ø 40 mm, secondary air system, alternator 200 W, battery 12 V / 8 Ah,
hydraulically operated multi-disc oil bath clutch, five-speed gearbox, O-ring chain.
Bore x stroke 101.0 x 78.0 mm
Cubic capacity 625 cm3
Compression ratio 11.5: 1
rated capacity
40 kW (54 PS) at 7000 rpm
Max. Torque 55 Nm at 5500 rpm
Pollutant values ​​(homologation) in g / km
CO 3.462 / HC 0.277 / NOx 0.242
Chassis: single-loop frame made of steel, split beams, screwed rear frame, upside-down fork, Ø 48 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, Ø 320 mm, four-piston fixed caliper, rear disc brake, Ø 220 mm, single-piston floating caliper.
Spoked wheels with aluminum rims
3.50 x 17; 5.00 x 17
Tires 120/70 ZR 17; 160/60 ZR 17
Pirelli MT 60 R / RS tires tested

Dimensions and weights: wheelbase 1510 mm, steering head angle 63 degrees, caster 99 mm, spring travel f / h 265/300 mm, permissible total weight 350 kg, tank capacity /
Reserve 12 / 2.5 liters.

Service data
Service intervals every 5000 km
Oil and filter change every 5000 km / 2.1 l
Engine oil SAE 10 W 40
Telescopic fork oil SAE 5
Spark plugs NGK DPR8 EA9
Idle speed 1500 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.0 / 2.2 (2.2 / 2.4) bar

Two year guarantee
Orange, black colors
Price 8290 euros
Additional costs 200 euros

Technical data: KTM 950 Supermoto

Engine: water-cooled two-cylinder four-stroke 75-degree V-engine, crankshaft lying transversely, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, constant pressure carburetor, Ø 43 mm, uncontrolled catalytic converter with secondary air system, Alternator 450 W, battery 12 V / 12 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 kW (98 hp) at 8000 rpm
Max. Torque 94 Nm at 6500 rpm
Pollutant values ​​(homologation) in g / km
CO 3.019 / HC 0.210 / NOx 0.109
Chassis: tubular steel frame, bolted rear frame, upside-down fork, Ø 48 mm, adjustable spring-
basis, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable-
bare spring base, rebound and compression damping, double disc brake at the front, Ø 305 mm, double-piston floating calipers, disc brake at the rear, Ø 240 mm, double-piston floating caliper.
Cast aluminum wheels 3.50 x 17; 5.50 x 17
Tires 120 / 70-17 t; 180 / 55-17 Z
Pirelli Scorpion Sync tires tested

Dimensions and weights: wheelbase 1510 mm, steering head angle 64.6 degrees, caster 110 mm, spring travel f / h 200/210 mm, permissible total weight 400 kg, tank capacity 17.5 liters.

Service data
Service intervals every 7500 km
Oil and filter change every 7500 km / 3.0 l
Engine oil SAE 10 W 50
Telescopic fork oil SAE 5
Spark plugs NGK CR 8 EK
Idle speed 1400 ± 100 / min
Tire pressure solo (with pillion passenger)
front / rear 2.4 / 2.6 (2.4 / 2.8) bar

Two year guarantee
Orange, black colors
Price 10950 euros
Additional costs 200 euros

Conclusion

Actually logical: the two-cylinder is twice as much fun as that
Single cylinder ?? at least. But that
is due to the completely different model cycles. After twenty years, the LC4 single-cylinder has reached the autumn of its life, something new will soon be needed. The two-cylinder, on the other hand, is very modern, even if it lacks the injection that will soon be required.

Scoring: drive

That the two engines in ver-
Playing in different leagues has a corresponding effect on driving performance. The decisive factor is the two-cylinder’s lead in terms of response behavior and
Power delivery, it depends very directly on the gas and inspires with its lively characteristics. A shorter translation would suit both of them.

Scoring: chassis

Surprisingly, the better handling of the 950, especially at high speeds. The moderate directional stability, the lack of stability and the hard-tuned chassis of the single cylinder cost plenty of points.

Scoring: Security

Excellent reviews ver-
the brake of the 950 is used,
there are minimal compromises because of
the conceptual stoppie-
Tilt. The 640er needs enormous hand strength, which suffers from it
Dosability. Amazing for both: uncritical but noticeable kickback. Needs improvement
is the sparkling light. And in the
The 640 pilot sees practically nothing in shaking mirrors.

Scoring: everyday life

The lighter 640er decides the handling criterion, the 950er turns the tide in the range because of the larger tank. At
However, if you drive hard, the range shrinks enormously.

Scoring: comfort

The crew is accommodated much more comfortably on the large SM. With a single cylinder is the cushion–
tion hard and narrow. Little
The pithy vibrations are also funny.

Scoring: costs / environment

In terms of inspection costs, the two-cylinder scores points, but only all of them
7500 kilometers to the workshop. In maintenance, i.e. taxes, insurance and tire costs,
the single cylinder is cheaper. In contrast to the 950 adventure
the warranty of the big supermoto is limited to two years.

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