Grown-Up Fun
GROWN-UP FUN
CW COMPARISON
TWO SINGLES AND A TWIN GO HEAD TO HEAD IN A COMPARISON WHERE UNADULTERATED ENTERTAINMENT REIGNS SUPREME
Bradley Adams
FUN WITH FRIENDS: When it comes to bikes inspired by one of the most entertaining forms of riding (supermoto), the question is not will you have fun but how much.
Motorcyclists never really grow up—our toys just get bigger, more expensive, and, in the case of supermoto-inspired city bikes, much more entertaining. Ducati’s Hypermotard, Husqvarna’s 701 Supermoto, and KTM’s less supermoto-like, but still naked, 690 Duke are all perfect examples of that. With each of these bikes taking a slightly different approach to the loosely structured category, which is best?
Naturally, there’s but one way to find out: wheelies. Lots of wheelies!
2016 HUSQVARNA 701SUPERM0T0
To be fair, we did more than just wheelie and slide this trio around, partly because with growing up also comes maturity, and partly because, regardless of what their design suggests, each of these bikes is willing to do more.
Utilizing a 690CC single-cylinder engine with roots that can be traced straight back to KTM’s production line, WP suspension, and a chrome-molysteel-trellis frame with unique features like a seat that extends farther forward and a fuel tank at its tail, the 701 Supermoto looks like a dirt bike dressed in street tires. It evokes visions of pure, unadulterated fun and is the least best companion for longer commutes or any ride that includes much time spent on the freeway.
The Husqvarna is not overwhelmingly uncomfortable or impractical, however, and in a lot of ways the bike is more than its design initially leads you to believe it would be, Husqvarna engineers having very clearly tuned the engine to offer more than just around-town antics. The result is an engine that, with Standard map selected, doesn’t have the bottomend snap for you to easily wheelie off corners but enough top-end to cruise easily down the freeway, with some power still on tap for the occasional pass on slower traffic. Switch over to the Advanced map via the dial underneath the seat (really, not just on the handlebar as standard, Husky?) and the bike comes alive, offering a dramatic amount more bite off the bottom and becoming the animal we hoped it would be. It slides the rear too, though thanks in part to the APTC slipper clutch not as easy as you might expect.
The Husqvarna’s large, 320mm front brake rotor and Brembo caliper provide great late-braking stopping power with good, easy-to-modulate feel, and the lengthy saddle ample room for the rider to move around. “There are some bigpiston vibes, but the gearing helps keep them somewhat subdued at freeway speeds,” Road Test Editor Don Canet said. That gearing is likely what makes it possible for the 701 to run easily down the freeway at legal speeds too. Handling is light thanks to its 327-pound weight, and of all three bikes, this is the one you’d actually consider taking to a trackday at your local kart track.
In the end, the 701 has almost become something in between a fun, singlecylinder supermoto and something a bit more functional, thanks to its surprising willingness to run down more open stretches of road. Sure, the very small and basic dash is frustrating, as are the vibrating mirrors and firm seat, but if you’re an experienced rider who’s in the market for something lightweight and fun, there’s no doubt that the 701 Supermoto delivers.
THIS TEST ISN’T ABOUT POWER NUMBERS BUT RATHER HOW EACH MANUFACTURER FOUND A BALANCE BETWEEN FUN AND PRACTICALITY.
DUCATI HYPERMOTARD 939
$12,695
HUSQVARNA 701 SUPERMOTO
$11,299
KTM 690 DUKE
$8999
2016 KTM 690 DUKE
Arguably built with newer, more budgetconscious riders in mind, KTM’s 690 Duke isn’t expected to run side by side with the 701 Supermoto or Hypermotard 939 when it comes to fun factor. And yet the new bike does, with changes to the LC4 engine that result in a 1,000-rpmwider rev range and reduced vibration, geometry changes aimed at increased stability, and a slicker TFT dash that puts the Husqvarna’s display to shame.
The engine (now with second counterbalancer) is still the star of the show; the single-cylinder mill offering plenty of low-end power and yet significantly less vibes than the Husqvarna at higher rpm. Fueling is smooth, and the clutch pull is extremely light. Meanwhile, the saddle feels firm and flat but narrows significantly at the tank junction, in the end offering the lowest seat height of the group (32.6 inches versus 34.7 for the 939 and 35.0 for the 701). All of this equates to a bike that is entertaining yet still a great option for newer, lessexperienced riders.
Performance-wise, the 690 surprised each of the testers who threw a leg over it—and not just because of its reasonable price. Suspension is compliant yet supportive enough for modest canyon carving, and overall handling is extremely light (aided by a wide, motocross-style handlebar). ABS comes standard, but you can upgrade to a Track Pack that adds more riding modes, ride-mode-based TC, and more-advanced ABS, all of which are adjusted through a four-button switch panel on the left side of the handlebar.
The Duke doesn’t give up much on the scorecard, the only noticeable downsides being a slightly mushy feel from the brake lever (stopping power is still decent) and barrage of plastic panels.
More than anything, that last bit only shows how KTM has tried to keep costs down where it could, without significantly affecting overall performance. The result of that budget-minded approach, combined with a desire to make something fun, has culminated in a bike that truly is more than meets the eye and is perfect for the less hard-edged rider still looking for something fun.
2016 DUCATI HYPERMOTARD 939
Only calling the 2016 Ducati Hypermotard by its full name reveals its true identity. Dubbed the Hypermotard 939, it was updated this year via a larger bore, which bumps displacement to 937CC and helps the bike produce 99.1 hp at 8,520 rpm and 65.5 pound-feet of peak torque at 7,180 rpm at the rear wheel, versus 70.0 hp/51.4 pound-feet for the 690 Duke and 61.8 hp/47.7 pound-feet for the Husky.
And while that larger, twin-cylinder engine renders the Ducati somewhat of a cheater in this comparison, the design concept is still familiar—the Hypermotard is billed as the hooligan bike that the Monster can’t be. This test isn’t about power numbers but rather how each manufacturer found a balance between fun and practicality. And in that, Ducati has over-delivered, the 939 being entirely entertaining around town but also offering good comfort for commuting or even longer weekend rides.
UPS
DOWNS
■ Great power ■ Good wind protection, considering... ■ Easy-to-adjust electronics
Seat locks you in place ■ Strange hanging idle on ourtestbike ■ Exclusive price
1 Great styling 1 Lightweight 1 Strong front brake
■ Hard-to-adjust modes ■ Vibes affect mirrors ■ Not as easy to slide as you'd expect
1 Most affordable 1 New-riderfriendly 1 Comfortable ergos
1 Some budget-biased components ■ Unimpressive front brake 1 Bit of a chug at low rpm
The 939’s updated engine makes good, wheelie-popping torque down low and at the same time pulls well through the midrange and upper revs. As Canet noted, it “has the character of a twin but is very smooth with very few vibes and none felt through the pegs.” Fueling is smooth, and unlike the Hypers that came before it, there is no strange grabbing sensation from the clutch as you go to leave a stop.
Of the group, the Hypermotard has the best dash (the KTM’s display is slightly harder to see with the sun behind you) and easily adjustable electronics. The bike’s separate riding modes allow you to tailor the bike for back-road fun, more mature highway riding, or fast-paced canyon carving, with traction control working in a way that doesn’t suck the fun out of the ride.
A higher center of gravity coupled with a city-bike stance results in just moderate front-end feel when riding in the twisty stuff, but overall the Hypermotard handles that riding well. And fortunately, the 2016 model’s additional heft doesn’t make the bike steer noticeably slower than its predecessor.
WHAT YOU WANT, WHAT YOU NEED, AND SOMETHING IN BETWEEN
While it would be easy to assume the Ducati wins this comparison based on its bigger displacement, that’s not the case. In fact, what we really like about the Hypermotard 939 is its versatility—it strikes a nice balance between comfort and aggression and is wrapped in killer, supermoto styling. It keeps the mature rider in us satisfied and the kid in us entertained.
Sure, at $12,695 the Ducati costs more than the entertaining-as-ever, $11,299 Husqvarna and the new-rider-friendly, $8,999 KTM—we already know our toys are going to get more expensive as we get older though. And that’s fine, so long as those toys are also exponentially more fun, which the Ducati Hypermotard 939 certainly is too.
SAME FUN, MORE
Ducati might not have had a supermoto racing past to drive the performance of its Hypermotard models, but it knows that performance is still key. And for that reason, it continues to offer an up-spec SP version, the 939 SP complete with Öhlins suspension, stickier Pirelli Diablo Supercorsa SP tires, and special red/white paint.
The performance gap between the SP and standard Hypermotard is marginal, with the higher-spec suspension providing a little bit more control when pushed but overall handling mannerisms feeling similar. At $15,595, the added looks and stickier rubber will cost you, and personally, we think the standard bike delivers everything you need in spades. That said, it’s nice to have options and know that Ducati is as serious as ever about performance.
