Yamaha TT 600 R (VT: Japan versus Europe)
Japan versus Europe: Enduros
Two enduros for every eventuality? KTM 640 LC4 E and Yamaha TT 600 R
KTM LC4 and Yamaha TT 600: Always synonyms for sportiness with a studded tire. Yamaha also deserves the credit for making enduro riding socially acceptable for everyone with the XT 500, while KTM created an indomitable hardcore image for its LC4 hammers ?? this side and the other side of the line.
Yamaha affords a little fraudulent label on the TT 600 R, the long-legged athlete, supposedly of Japanese descent, is screwed together at the Italian importer Belgarda. Spring elements from Paioli / Italy and Öhlins / Sweden as well as all sorts of attachments from Europe finally identify the TT as a Japanese woman in exile. Only the air-cooled XT / TT four-valve engine, which has been in business for 17 years now, comes from the Far East.
KTM offers consistent Euro fare: engine and frame made in Austria, spring elements from White Power from Holland. Only the carburetor and ignition of the all-rounder come from the land of the rising sun. If the KTM models with Dellorto slide carburettors are considered capricious, hyperspontaneous teasers for tough guys, the Mikuni-supplied 640 LC4 E is domesticated as a well-behaved companion for everyday use. Nothing more with dying pounding, rough throttle response and such. Okay, a good portion of alpine wildness has crossed the Jordan together with the Dellorto, but is still maintained in the reserve of the untamed supercompetition models.
Well done, despite its suitability for everyday use, the water-cooled 625 cm3 four-valve engine still impresses with its hearty, gripping character, which is underpinned by clearly noticeable vibrations despite the balance shaft. In contrast to the TT, these exceed the limit of annoyance when driving consistently fast. On the other hand, the start-up procedure is casual, and it’s over with “Kick ten minutes” – all you need to do is press a button.
In the meantime, even at KTM, the electric starter is no longer regarded as a cains mark, but as a clever way of making work easier – even enduro world champions can start their sports equipment at the push of a button. Sometimes good for the crucial seconds, and not just off-road, because anyone who has cheekily pulled up to the traffic light and then hectically reanimated the half-warm dead single with a kick-start will appreciate electrification. But what is right for KTM star Mario Rinaldi should not be cheap for TT drivers on the morning commute to work. Half as bad, pull the choke on the carburetor, kick it two or three times, and you’re already fed up with thunderbolts from the aluminum silencer.
The TT has an advantage on the scales: 155 kilograms of Yamaha versus 160 kilograms of KTM. The latter, however, can justify itself with the slightly larger tank, electric starter including battery and an unregulated catalytic converter.
And with a noticeable increase in performance. While the TT engine gets down to business as listlessly as sushi after a sea voyage from Iwata to Genoa, the Alpen-Express kicks in like Arnie after an overdose of Red Bull.
On the chassis side, however, the two enduros are much closer to each other. Regardless of whether it is a country road or the city ring, they whiz across the asphalt in a hyper-agile manner, with a relatively long translation as is typical of enduro bikes, even the expressway does not end up in Waterloo, but a clear commuting beyond the 120 mark indicates that the two prefer to frolic more slowly on winding roads. Both the LC4 and the TT can be trimmed so tight with fully adjustable spring elements that there is no risk of seasickness even with brisk driving and brisk grip on the brake lever. Only the stubby Pirelli tires from Yamaha act as dynamic brakes on asphalt, the KTM with its standard Metzeler Enduro 3 can be angled much more jagged and more obliquely.
The TT can distinguish itself better in trial-like cross-country passages. Gentle, easily manageable power development, slim physique and traction-enhancing series tires make the Yamaha a climber. Thanks to sufficient flywheel mass, the TT also likes to scramble through the undergrowth at walking pace.
The KTM can’t go fast enough? it wants to show off its superior engine performance and stable chassis. The harder it gets on the slopes, the more the LC4 can set itself apart. Its almost steadfast straight-line stability in the field and the even more finely appealing spring elements help to show the more nervous TT the designer rear light.
Und so the KTM is ultimately ahead thanks to its more modern, constantly evolving concept. Above all, the agile engine is fun, but it is also the first choice in terms of chassis and workmanship. Yamaha’s TT would have deserved a more befitting drive, the XT-Single only does its job according to regulations. TT outfit and the well-groomed manners inspire, but the strongest argument is the price advantage of over 2000 marks.
Technical data: Yamaha TT 600 R
Engine: Air-cooled single-cylinder four-stroke engine, one overhead camshaft, four valves, register carburetor, displacement 595 ccm, rated output 31.5 kW (43 HP) at 6 500 rpm, max. Torque 50 Nm (5.1 kpm) at 5 000 / min, five-speed gearbox. Chassis: single-loop frame made of tubular steel, tires 90/90 x 21; 130/80 x 18. Wheelbase 1485 mm, steering head angle 63 degrees, caster 114 mm, suspension travel v / h 280/280 mm. Dimensions and weights: seat height * 940 mm, weight with a full tank * 155 kg, payload * 179 kg, tank capacity / reserve 10 / 2.1 liters, price includes VAT. and ancillary costs 11 195 MarkPlus: Light-footed handlingSmooth power deliverySlender lineCheap priceMinus: Low engine powerUnsensitive forkNo electric starterSeparate, fiddly steering wheel lockNo exhaust gas cleaning
Technical data: KTM LC 4 640 Enduro
Engine: water-cooled single-cylinder four-stroke engine, one overhead camshaft, four valves, constant pressure carburetor, displacement 625 ccm, rated output 36 kW (49 PS) at 7 500 / min, max. Torque 52 Nm (5.3 kpm) at 5 500 / min, Five-speed gearbox. Chassis: single-loop frame made of tubular steel, tires 90/90 x 21; 130/80 x 18 wheelbase 1510 mm, steering head angle 62.5 degrees, caster 124 mm, spring travel f / r 270/300 mm. Dimensions and weights: seat height * 950 mm, weight with a full tank * 160 kg, payload * 190 kg, tank capacity / Reserve 12 / 2.5 liters, price incl. and ancillary costs 13 319 MarkPlus: Stable chassisAgile engineE-starterVery effective brakesCatalystProfessional detailed solutionsMinus: Vicious power developmentDistinctive vibrationsHuge seat heightHigh price
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