Ktm Super Duke

KTM SUPER DUKE

CYCLE WORLD TEST

What are the odds on a dirtbike company making one of the world's great streetbikes?

DON CANET

WHOA, SOMEBODY CLUE ME IN PLEASE, what is going on here? In recent times, we've witnessed flagship BMWs powered by transverse-Fours, HarleyDavidsons with positively feathery clutch pulls, a Triumph Triple trumping the middleweight establishment and now, a KTM that can't or pound the whoops! I'm suddenly feeling dizzy.

The surprise is not that the For On-Road Use Only Super Duke exists-long before the bike's 2006 European release, KTM had toed the tarmac with various dual-sport, supermo to and adventure-touring machines. The real revelation came once I threw a leg over the Super Duke's saddle and learned for myselfjust how refined a streetbike the bright-orange roadster truly is. Shouldn't have been such a shock, really,

in that once you dig beyond its mountain of dirt achievements you find that Austrianbased KTM built and raced streetbikes exclusively for the first decade of its 55year existence.

Consider the Super Duke a return to roots, then. A great deal of this bikes’s high

level of refinement stems from its mechanically mature LC8 engine. While based on the same liquid-cooled, dohc, 75degree V-Twin found in the 950 Adventure and Supermoto models, its larger bore and longer stroke have given the Super Duke (and 990 Adventure) a super-sized 999.9cc displacement for increased peak power and torque production. At 126 pounds, the dry-sump LC8 mill is the lightest and most-compact engine in its class, with a space-conscious design featuring a shaft centrally located between the cylinders that drives the waterpump, counterbalancer and camshafts. The starter motor is also tucked neatly within the Vee, while a stacked six-speed gearbox keeps crankcase length to a minimum.

Perhaps the most significant technical update the 990 LC8 powerplant gets is an advanced engine-management system and electronic fuel-injection in place of carbs. The massive 48mm throttle bodies each feature an electronically controlled secondary throttle valve to maintain optimum airflow velocity and ensure smooth response across a wide range of engine loads. With auto high idle, cold starts are a snap, and there was no sign of the intermittent starter disengagement we previously encountered while testing two different 950 Supermotos.

My first ride aboard the Super Duke came at the Streets of Willow Springs racetrack, where KTM held a press day offering journalists an opportunity to try a variety of its road-capable models. The Super Duke stole the show, circulating the tight, challenging, bump-strewn circuit with impressive speed and ease. Attacking the track’s roughest

sections-riddled with bumps that are jaw-rat tling aboard a traditional sportbike-was taken in stride aboard the highly competent Duke. Much of the sensation of super invincibility the bike instills comes as a result of its relaxed, upright ergonomics, combined with excellent leverage offered by its wide taperstyle handlebar. Adding to this is a very broad and tractable spread of power that offers a choice of two or more gears in most any corner and brakes that are

strong, yet with excellent feel and sensitivity. Handling is light, with very little effort required to initi ate turn-in and little more muscle needed for quick flip-flop side-to-side transitions through esses. The WP suspension

delivers a firm, sporting feel that faithfully transmits the state of grip offered by the sticky, stock-fitment Dunlop D208 RR radials. Even though the bike is not equipped with a steering damper, I never felt as though one was needed. Confidence in the chassis' stability allowed me to ride very relaxed, the most telling testament being a lack of fatigue at the end of a lengthy session where I pretty much drained an entire 5-gallon fuel load before returning to the pits. Putting in a stint aboard the 950 Supermoto provided greater perspective of the Super Duke's sporting focus. By comparison, the Duke ergos are far more compact, placing the rider much closer to the handlebar for an over-the-front feeling of enhanced control. Your feet are also pulled up tighter to the saddle and slightly rearward, not unlike that of a sportbike. The Duke's taut suspension reduces chassis pitch, allowing more aggressive application of throttle and brakes. Cornering clearance also proved superior to that of the squishy-soft Supermoto, this despite the Duke having a much shorter stature that just allows my 32-inch inseam solid heels-down footing at a stop. Weighing 417 pounds without fuel, the KTM is not just a few lagers lighter than the dozen Naked & Nasty models included in last year's "Thrill Factor" shootout (CW, October,

2006). We're talking a healthy 30 pounds less than the streetfighter champ Aprilia Tuono and an even greater weight advantage over the majority of other liter-class nakeds. Pulls on the CWdyno show the KTM Twin is now well in the hunt on the power front, making more torque than the Tuono and even holding a slight horsepower advantage up to 8000 rpm. Both reach their horsepower peak at about 9600 rpm where the Aprilia pounds out 9 more ponies than the Duke. Acceleration times posted by the KTM also back the notion that it is a valid contender worthy of taking on the Tuono. Riding some favorite local backroads only reinforced our positive feelings for the Duke's user-friendly power delivery and neutral steering characteristics. Long, constant-radius curves are carved like flying on autopilot-no further input needed once your bank angle has been set. The suspension and frame absorb mid-turn bumps like multi-ply paper tow els sop spilled milk. At 57.2 inches between the axles, the

bike is a full 2 inches shorter than the 950 SM, putting it right in line with other sporty nakeds. Its tubular chromoly trellis-style "space frame" has a steep, 23.9-degree head angle and 3.9-inch trail, sport-inspired specs contributing to the KTM's razor reflexes and agility. While multiple runs up and down Palomar Mountain were pure sporting nirvana, I was equally impressed by the Duke's rational degree of comfort in getting there. No aching lower back or forearms to report, I felt fresh and ready to play fol lowing the 100 miles of mostly freeway enroute to the base of the hill. Vibration levels are practically nil at 70-80 mph in sixth gear and I didn't find engine vibes taxing when either chugging at lower revs or while letting `er breathe and spin free. While the small, 2-inch-high windscreen may not look like much-resembling the visor of a Conquistador helmet-it performs quite well as very little wind buffeting is felt at free way speeds. The saddle is nicely shaped with rounded edges

KTM 690 SM

Single-track mind

Another all-new model being showcased at KTM's Willow Springs press day was the new 690 Supermoto. Looking beyond its, er, unique "Spy vs. Spy lodged in a Peterbilt grille" styling, the 654cc Single offers further proof that KTM aims to stay at the forefront.

Making its debut in the 690 SM’s engine bay is KTM’s newgeneration LC4 engine, a thorough modernization of the familiar liquid-cooled, sohc four-stroke powerplant that’s still utilized in a number of current onand off-road models. The new LC4 delivers a healthy boost in output, with claimed figures of 63 horsepower and 48 foot-pounds of torque at the crank. It’s also the first KTM Single to utilize fuel-injection, and while the throttle body has only a single throttle valve, its opening is influenced by a computercontrolled servo motor to maintain optimum intake velocity.

Perhaps the most notable improvement this compact engine brings is a substantial reduction in vibration credited to the use of a crank-driven, centrally located counterbalance shaft. Good news for anyone who’s endured the pounding its predecessor dished out when ridden for any great length on the freeway.

This is also KTM’s first production Single to make use of a trellis frame similar to that of the LC8-powered models. Its fullfeatured instrument cluster, tapered handlebar, long-travel WP suspension, radial-mount Brembo front caliper/320mm floating rotor and Behr rims shod with sport-radial tires are sourced from KTM’s shared parts bin, too. Unique to this model is its one-piece diecast-aluminum swingarm, a visually striking bit of technology certain to see more use on future models.

I’d ridden the 990 Super Duke most of the day, and the 690 SM presented a bit of a surprise when I climbed aboard for some hot laps. At a claimed 335 pounds dry, it does feel light; steering effort, however, is actually heavier than the Duke’s due to a slight tendency to stand up in corners. Power delivery is smooth and broad, with nice shift action through the six-speed box and a very light-effort clutch.

While the 690 SM’s styling may not be for everyone, its roomy ergonomics, comfortable saddle and smooth-running new-gen LC4 engine offer plenty of reasons this Single deserves a second look. -Don Canet

and is broad enough to offer support for an extended haul. Low-effort control operation accounts for much of the Super Duke's sensation of refinement. Crisp engine response, in conjunction with a rather light throttle-return spring, gives the bike a very free-revving character. Shift action is also very light and smooth, and little lever effort is required to get the twin radial-mount Brembo front binders to perform their job. Amidst all this buttery-smooth operation, the one stickler is the somewhat stiffly sprung clutch, needed to handle the engine's increased power. While a tad firm at the lever, clutch engagement is fluid and clean. Quality of fit and finish is very good, right down to the attractive fasteners used throughout. The dash is tidy in design and features all the usual instrumentation you might find on a frontline sportbike. If you're looking to stash your wallet under the seat, it might just fit as an evap canister

resides in the storage space. Not so lucky if you need a hook to hang your hat on; like many modern bikes, the Super Duke offers no helmet-locking facilities. Oh well, small complaints for a bike that offers big-time fun and fairly broad-range functionality.

The way we see it, KTM’s entry into the pure street market serves as yet another wake-up call for the Big Four. Time to stop hitting the snooze bar and take note of the added element of soulstirring emotion these sporty standards rolling off European assembly lines evoke. If a builder of dirtbikes can nail it right out of the gate, then how rough a road can it really be? □

EDITORS' NOTES

THE SUPER DUKE IS PROOF ThAT KTM is no longer just dabbling in the street mar ket. The original Duke and Duke II got the Austrian company's toes wet, and the Supermoto waded in up to its waist; but with this bike, KTM has taken the full plunge. Welconie to the big time!

At the core of the Super D is a great engine. It’s smooth and muscular with a flawless power curve that more experienced companies should be jealous of. The motor has truck-like torque mated with snappy throttle response. All this helps the bike feel way more polished than previous streetable Katooms. The SM and 950 Adventure are a blast for short stints but wear me out far too quickly. The Super Duke provides more comfort and surprisingly good wind protection. The suspension is taut but responsive and won’t loosen your teeth, while the brakes are powerful and progressive. This bike is legit! Look out, Tuono, there’s a new gunslinger in town. -Blake Conner, Associate Editor

“Do YOU KNOW WHERE WE GOT THE name for this bike?” I was asked during a phone conversation with Mike Rosso, KTM’s Technical Director/Product Planning Manager. Well, I’m blaming too many miles aboard too many different motorcycles, but Rosso had to remind me that it was in fact Cycle World that coined the name.

Back in 1996, our very own Editor-in-Chief, David Edwards, pitched to Rosso the idea of building a hopped-up Duke Single as a CW project. The end result was powered by a KTM works rally motor and was rife with trick, one-off parts. We dubbed it “Super Duke” for its outrageous behavior-or the bad influence it had on ours. We estimated at the time that it would cost $25,000 to replicate that bike on your own-not counting posted bail, of course Now for $ 11,000 less, you can own a Super Duke with nearly twice the performance of that original concept. Quite a bargain based on the looks of awe and envy the Super Duke attracts when rolling up next to a 4x4 sporting an FMF decal on its rear window. -Don Canet, Road Test Editor

“TRY TO STAY OUT OF JAIL,” SAID EXEC. Ed. Hoy er as I climbed aboard the Super Duke for the first time. Not an easy task on this bike, which can bring out the adolescent in just about anyone, even a sexagenarian like me. It has everything you could want in a big streetfighter: It’s sneaky-fast, spectacularly responsive, offers yards of cornering clearance, is insanely flickable,

has dead-neutral steering and isn’t the least bit fussy about which gear it’s in. What more could you ask? Well, there are some appearance issues. To my eye, S. Duke is no beauty-contest winner; it’s one of my least favorite colors (orange, the ugly stepchild of the glorious Red family), and the straight-line styling looks to have been done on an Etch A Sketch. But when you’re in the seat and on the hammer, you couldn’t care less about how the bike looks. It flat rips and handles like it’s on rails. Okay, but is it a better nekkid bike than the Aprilia Tuono? Right now, I’m not sure. But it’s gonna be a barrel of fun finding out. -Paul Dean, Senior Editor

SUPER DUKE``

$13,998