Second-hand advice: two-cylinder supermotos

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Second-hand advice: two-cylinder supermotos
Gargolov

counselor

Used purchase

Second-hand advice: two-cylinder supermotos

Second-hand advice: two-cylinder supermotos
Four supermotos from KTM, BMW, Aprilia and Ducati

Supermotos – those were once small single-cylinder enduros with strong road tires. The rubbers with grip have remained, but powerful two-cylinder engines set the tone in the drifter class and want to cast a spell over motorcyclists who are spoiled for performance. A tip for rationally calculating used buyers?

Jorg Lohse

07/07/2011

Usually, it is common sense that thwarts a new purchase: Anyone who has ever tried a two-cylinder supermoto at a dealer will have dismounted with shining eyes. Strong engine, great chassis, slim figure, harmonious design. A real fun device. But then, with a glance at the price tag, the disillusionment follows: Far more than 10,000 euros – that’s the end of the fun. This is also indicated by the modest number of registrations. In the current statistics of the Federal Motor Transport Authority, the two-cylinder enduros play a very exotic role. The types presented here are just scratching the 4000 mark in the stock of all motorcycles registered in Germany – a rather ridiculous figure with a total of over 3.6 million bikes. Second-hand prospects, on the other hand, don’t care about this number skirmish. Buyers who are keen on prize poker, in particular, see niche models as the chance of a veritable bargain. On the other hand, you often have to make compromises when choosing an economical choice. So the tip: don’t just focus on one model. Who, for example, is on KTM stiffened, the search will give up disaffected. Who, on the other hand, the competition from Aprilia, BMW and Ducati scanned with, will get shining eyes…

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Four supermotos from KTM, BMW, Aprilia and Ducati

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opinion


Second-hand advice: two-cylinder supermotos


Gargolov

Oliver Ronzheimer, professional stunt driver from Cologne.

Two-cylinder supermoto impress me not only with their high-quality workmanship, but also with their very special design. This added value can also be felt directly when driving. For me, high-end driving culture on two wheels.

The big supermotos have something special for me. Not only that the designers were allowed to let off steam a little more on these bikes than on “normal” motorcycles. In addition, there are high-quality components that allow the pilot to play games where other vehicles tend to paint the wings due to their components. The powerful two-cylinder engines, combined with sporty chassis, naturally cut a very good figure on supermoto routes: drifting into the corner, a controlled acceleration slide out of the curve – that’s a damn great driving experience. Another aspect: agility. This dynamic on board is paired with a really comfortable running culture. That can’t bring a single-cylinder supermoto and means with the Twins: pure driving pleasure!

KTM 950 Supermoto


Second-hand advice: two-cylinder supermotos


Gargolov

In the test: KTM 950 Supermoto.

Who invented it? Of course, the off-road forge from Mattighofen really got the concept of the two-cylinder supermoto rolling. In 2005 the KTM 950 Supermoto – undoubtedly the first of its kind. Anyone who thinks that the designers have done an easy job by simply redesigning the 950 Adventure to become a street model is completely wrong. The Supermoto carries the engine of the Enduro, but the chassis is completely new and developed precisely for the concept. The advantage is immediately noticeable on the road: No twisting, endless suspension travel, but a direct response to steering impulses plus precise course selection. In this rating, perfectly tuned single-cylinder sumos can still compete, but when fire is the order of the day, the singles see the rear light of the 98 hp V2 with double carburetors quickly disappear into the thicket of curves.

Anyone who moves the 950 at a tight pace should choose the suspension set-up, which KTM classifies as sporty, in order to avoid pumping in the hindquarters when accelerating outwards. The braking system of the Supermoto ranks at world class level: The double disc system with radial brake cylinders can be adjusted very finely and provides crystal-clear feedback. With this fulminant level of efficiency, the lack of ABS is quite bearable. In 2007, KTM pushes the 950 supermoto R after. It dispenses with the tank capacity (14.5 instead of 17.5 liters), but offers the more agile seating position with the resulting slimmer waist. The fork is tighter with a new spring rate – the bottom line is almost an ideal cut between sporty hardness and necessary comfort. Small processing delicacies such as black painted rear frame and swing arm (base: unpainted) as well as orange painted frame (base: gray) allow the R to gain in value. The changing of the guard followed in 2008 with the injection 990.


plus
The engine is directly connected to the gas and is lively
Brakes react clearly and precisely and can be perfectly dosed
Chassis of the R perfectly tuned: sufficient comfort, plenty of sport

minus
Light output very weak, more funzel than floodlight
Stability under tough conditions, oily seals are not uncommon
Range of the R with a very small tank

Data (year of construction 2005)
Two-cylinder four-stroke 75-degree V-engine, 942 cm³, 72 kW (98 PS) at 8000 / min, weight 206 kg, payload 194 kg, tank capacity 17.5 liters, seat height 880 mm, top speed 215 km / h, Consumption 5.3 l / 100 km (country road), super

Market situation
The first two-cylinder Supermoto is also the best in stock: According to KBA statistics, almost 1500 copies are on the road in Germany. The prices in the classic online sales exchanges start at just over 5,000 euros – that is, half the original price at around five years of age. The younger R models are traded at around 6500 euros. The mileage of around 3,000 to 4,000 kilometers per year shows that the 950 is not suitable as a touring bike. Look for tough battle marks during the inspection: grinding marks, bent rear frame, loose spokes, worn dampers?

BMW HP2 Megamoto


Second-hand advice: two-cylinder supermotos


Gargolov

In the test: BMW H2 Megamoto.

Bayern like to set the tone. In the class of radically knitted fun bikes, on the other hand, they have to give way. Perhaps it is not for everyone that fun is presented in the case of the HP2 Megamoto with a raised index finger (but without the ABS brake). In short: the Bayern supermoto is a flop, but that’s by no means a bad bike.

The boxer in the tightened HP version impresses with its rich pulling power, amazing revving and a gearbox that is unusually crisp for BMW standards. The whole thing is packaged in a handy chassis that is still appealing in two-person operation. The quality of materials and workmanship of the Megamoto still look good after years.

plus
Manoeuvrable thanks to the large steering angle
Seat height can be varied using an adjustable chassis (fork tube overhang)
Practical remaining distance display
Minimal loss of value, just typical BMW

minus
Side stand is difficult to reach
The seat must be removed with a special key
Storage compartments not available
Used hard to get

Data (year of construction 2007)
Two-cylinder four-stroke boxer engine, 1170 cm³, 83 kW (113 PS) at 7500 rpm, weight 202 kg, load 178 kg, tank capacity 13 liters, seat height 890 mm, top speed 215 km / h, consumption 4.6 l / 100 km (country road), super plus


Market situation
The new price of 17,300 euros when the model was launched in 2007 was simply too high for a bike designed purely for fun. The Megamoto remained in the range until 2010 without a price increase, but was only able to sell slowly. In the KBA statistics, the boxer supermoto scratches almost 400 registered copies. This has a real connoisseur character and is bad for prize poker in sales talks. The Megamoto have used lists like Schwacke with prices between 11,000 and 14,000 euros. Important when buying BMW bikes: make sure you have a complete checkbook.

Aprilia Dorsoduro


Second-hand advice: two-cylinder supermotos


Gargolov

In the test: Aprilia Dorsoduro.

At first glance, the Dorsoduro could be the ideal supermoto: draw the power from two cylinders, but with the three-quarter liter engine it is not the expansive PS monster with a displacement of over one liter. On the other hand, the walk on the scales is shocking. With a full tank, it shuttles at 211 kilograms, so even the competition from Bavaria laughs pretty maliciously.

Does it perhaps offer the lively dynamics of a single-cylinder sumo? Here too, disillusionment is the order of the day. Formally, she does a tough supermoto, but in real country road practice the Italian bride shows herself to be too good-natured and conventional. On the other hand, the finish with fine details such as the gear lever that can be adjusted by eccentric is really great.

plus
Free choice of engine tuning
with three different mappings
Side stand is with a no brainer
safely unfolded
Functional thanks to adjustable levers

minus
Tank vent badly positioned
Seat contoured too flat, offers very little comfort
Rubber stoppers under the seat come loose, the substructure rubs against the frame

Data (year of construction 2008)
Two-cylinder four-stroke 90-degree V-engine, 750 cc,
67 kW (91 PS) at 8750 rpm, weight 211 kg, payload 189 kg, tank capacity 13 liters, seat height 880 mm, top speed 200 km / h, consumption 4.8 l / 100 km (country road), super


Market situation
The clear advantage of the smallest two-cylinder supermoto is their price. In 2008 the Dorsoduro will be on sale for 8,599 euros, in the autumn of the same year an ABS version will follow, which is, however, heavily priced (9,299 euros, from 2009: 9,699 euros), in 2010 there will be a more elegantly equipped factory with a high carbon content and adjustable fork ( 9999 euros). A look at the KBA statistics shows that motorcycles that are less than 10,000 euros lighter in this class are sold, where the Dorsoduro occupies around 830 units. As a used one attracts Aprilia furthermore: barely three years old and with a little skill you can get under 5000 euros.

Ducati Hypermotard


Second-hand advice: two-cylinder supermotos


Gargolov

In the test: Ducati Hypermotard.

It is the late revenge of Pierre Terblanche. Popular opinion about the 999 he designed as the successor to the legendary 916 series was devastating. Then the Milan Fair 2005: Ducati presents its new study, breathtaking and beautiful, the Hypermotard. The problem of studies that they never go into series production in their uncompromisingly radical design is spared the Hypermotard. The supermoto hits stores almost one-to-one. Its centerpiece is an old friend: the air-cooled 1100 Twin was already buzzing in the Multistrada 1100. As is typical for Ducati, the Hypermotard is available in both a standard version and an expensive S-Class. 1100 S means: Ohlins shock absorber, carbon-coated fork sliding tubes, carbon covers, forged aluminum wheels. What sounds expensive, it is too: The fun in new condition costs 2000 euros extra.

Exciting question: How does the designer bike ride? With the 999 the shape fell through, but it was popular in practice. Unfortunately, the reverse is true for the Hypermotard. The seat test is initially positive. Narrow waist, wide handlebars, upright position – the pilot thinks he is more on a lively 600 than on a mighty 1100. But the sloping bench keeps him sliding forward and too close to the handlebars. This is not only uncomfortable, but also quite passive in terms of the attitude on board. With that, the Hypermotard should be passed through quickly in the hyperactive Supermoto fan base. Especially since she gives up too early in the narrow angular work with dragging notches. The Duc is much easier to move on country roads with a lot of momentum – with a chassis that irons even bad mogul slopes wonderfully smooth.

plus
Simply check the oil through the sight glass
Adjustment options on the shock absorber are easy to achieve
Comfortable pillion seat
The display can be operated from the handlebar

minus
Folding mirrors look great, but do not offer any consideration in practice
Very moderate light output
Shock absorber not protected from blown dirt


Data (year of construction 2007)
Two-cylinder four-stroke 90 degree V engine, 1079 cm³, 62 kW (84 PS) at 7500 rpm, weight 196 kg, payload 194 kg, tank capacity 12.4 liters, seat height 855 mm, top speed 215 km / h, Consumption 4.3 l / 100 km (country road), super


Market situation
With Ducati buyers, the eye eats too: The Hypermotard not only impressed as a study, but was also bought. The KBA inventory lists around 900 copies – this puts the Duc in second place in the ranking of the two-cylinder sumos. In 2007 the sale of the standard and S-Hypermotard (11 245/13 245 euros) begins. Both will remain in the range until 2009 and will be replaced by the Hypermotard Evo and Evo SP (lighter, stronger) in 2010. The Baby Hypermotard 796 has been around since 2010. The used Terblanche bike is sold from 7,000 euros. Obligations for the inspection: inspection intervals, toothed belt change.

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