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32 Pictures

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Who can convince in the direct comparison test?

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Really beautifully made: filigree radial mount of the Brembo brake calipers.

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The exhaust of the Ducati Hypermoatrd SP.

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Where it is ahead: In the winding curve, no bike has a chance against the feather-light KTM, which weighs 154 kilograms.

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The KTM 690 SMC R.

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Concentration: The single cylinder only works in a narrow speed range – but then tremendously.

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The big stew of the KTM 690 SMC R whips unruly with the chain below 3000 rpm, and over 6000 tours it warns you to change gears with tingling vibrations.

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The KTM does without any kind of electronic helpers. That fits the unadulterated character of the SMC R like the ice-cold morning shower to the outdoorsman.

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The spring elements from WP Suspension iron away even the worst asphalt warps with their left hand.

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The KTM 690 SMC R has a total of 70 hp.

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The KTM 690 SMC R is equipped with a single-cylinder four-stroke engine.

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The Ducati Hypermotard SP.

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The suspension of the Ducati Hypermotard SP.

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The Ducati Hypermotard SP at full speed.

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The Ducati Hypermotard SP goes well.

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All-rounder: Regardless of the speed – the two-cylinder always pushes the Ducati forward with ease.

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The playful design of the rear-view mirrors or the indicators integrated into the handcuffs speak a clear language: the Ducati doesn’t think much of racing, especially supermoto. The list of technical delicacies in the SP version doesn’t change that either.

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This V2 of the Duc. A piece of cream. Just the sonorous, bassy sound. splendid.

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The Ducati Hypermoatrd SP is equipped with a two-cylinder four-stroke 90-degree V-engine.

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Their top speed is 220 km / h.

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When it comes to the chassis, the Duc leaves its distinguished orientation, which was founded on the famous engine. The sitting position in particular is irritating. The seat recess moves the pilot unnaturally far forward, close to the handlebars.

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Successful: the 821 Testastretta engine combines smooth running, torque and revving.

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Made beautiful again: forged wheels lower the weight – and raise the price.

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But with the 690 SMC R, KTM has hit the fine line between irrationality and fascination.

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If you look at it emotion-free, only one judgment remains: a two-cylinder supermoto like the Hypermotard is stronger, faster and more sophisticated than a single can ever be.

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The tank of the KTM 690 SMC R.

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Most beautifully made: milled fork bridge with adjustable handlebar position.

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Also made beautiful: orange anodized rim. Tubeless tire despite spokes.

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The KTM 690 SMC R with Continental ContiAttack SM is tires.

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Kraftmax: With 70 hp, the KTM-Single is the most powerful single-cylinder that can be registered.

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Their top speed is 180 km / h.

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Whether the full one-cylinder beating and the great handling are worth the moderate running culture of a stew, this decision remains a matter of the heart – just like motorcycling in general.

Ducati Hypermotard SP and KTM 690 SMC R in comparison test

Single-cylinder versus two-cylinder supermoto

The heavily revised KTM 690 SMC R reanimated the ailing segment of single-cylinder supermoto bikes. With success. The sales figures show an increasing tendency. Can the single actually do a little better than the two-cylinder drifter Ducati Hypermotard SP?

Good heavens, can’t MOTORRAD top tester Karsten Schwers accelerate out of the curve properly once on the KTM? Carefully apply the gas, shift up at medium revs, draw a clean line. He can not. No, he doesn’t want to. Front wheel up, speed even higher, tunnel vision. Is that how the final panic expresses itself? Take what you can – as long as there are supermoto bikes like that KTM 690 SMC R still exists. Without traction control, without ABS, without driving modes, without common sense – and without a second cylinder.

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Ducati Hypermotard SP and KTM 690 SMC R in comparison test
Single-cylinder versus two-cylinder supermoto

KTM 690 SMC R in 19th place in the approval charts

Because the KTM 690 SMC R is indeed one of the last of its kind. Only its domesticated sister, the KTM Duke, the BMW G 650 GS and the good Yamaha XT models still roar in the once popular Sound of Singles. And that’s exactly what bikes like the Ducati Hypermotard SP are to blame. Machines that not only casually generate more displacement and performance from their two pots, but also serve the supplement with a fine smoothness.

But before the tears roll down for the threatened singles, a look at the admission statistics brightens the mood. Because they still exist, the staunch stew lovers. And not so few. The new Duke sells like sliced ​​bread, and the KTM 690 SMC R can proudly wear its orange: 27th place in last year’s sales charts, this year position 19 so far – the Austrian, who costs almost 9,000 euros, can confidently throw herself in the chest with this.

And if Karsten stops, she can even do it before the Ducati Hypermotard SP, which has been completely redesigned this year. Because it only climbed to 32nd place this season – the basic version and the SP model combined. However, their tariffs are likely to thin out the crowd. The standard model costs 11,500 euros, while the SP version costs a borderline 14,900 euros for a supermoto bike.

Supermoto


Driving report Ducati Hypermotard (2013)


Thunder rage in continuous rain


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Supermoto


Ducati Hypermotard in the top test:


A big shovel of coals added


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Comparison test: single-cylinder supermotos


Husqvarna SM 630 versus KTM 690 SMC


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Supermotos: Tuning against series


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Jahn

Who can convince in the direct comparison test?

Karsten stops. But not for the sake of the KTM 690 SMC R’s ego trip, but for a very mundane reason: A rear-view mirror has vibrated away. This fits in with the clearly defined supermoto alignment of the SMC R. Anything that does not directly facilitate rapid progress is minimized. Turn signals, mirrors and lights hardly dare to disturb the image of the uncompromising hit. Especially after the major revision at the beginning of last year. 690 instead of 654 cm³ displacement, 67 instead of 63 hp and spring travel reduced to 250 millimeters sharpen the character from a technical point of view, sparkling cleanly milled fork bridges or orange-colored anodized rims add a sporty look.

Obviously, minimization also plays an important role in the Ducati Hypermotard SP. The cast frame rear and the exhaust pipe below make a decisive contribution to the new optical airiness of the Italian. But the Duc is more noble than the KTM 690 SMC R. Instead of off-road-inspired simple plastic parts, the elaborately shaped cladding of the front and rear sections as well as the tank and radiator hood create an elegant flowing line. The playful design of the rear-view mirrors or the indicators integrated into the handcuffs also speak a clear language: the Ducati doesn’t think much of racing, especially supermoto. The list of technical delicacies in the SP version doesn’t change that either. Forged rims, Marzocchi fork, Öhlins shock absorber and some carbon covers – all together for a surcharge of 3400 euros – reduce the weight by five kilograms and are ultimately too good for the kart track. For the gravel bed anyway.

V2 of the Ducati Hypermotard SP is a piece of cake

But why does Karsten always hum in advance? Who has the power to control the throttle here? The next straight line gives the answer. The KTM 690 SMC R single has no luck against the 107 hp of the new 821 Testastretta engine from Ducati, measured on the MOTORRAD test bench. With 70 HP he can stand in the drilling just as well. In general, this V2 of the Ducati Hypermotard SP. A piece of cream. The sonorous, bassy sound alone. Splendid. And this boost. It is impressive how easily the Desmo four-valve engine pushes forward from 3000 rpm and then leaps wonderfully lightly through the engine speed range up to just over 10,000 revolutions. The Hypermotard driver involuntarily uses this universality of the short stroke, occasionally dispenses with upshifting and can be maneuvered out of curves at moderate speeds.

The fact that the Ducatist can rely on a ride-by-wire controlled engine management with well-functioning adjustable traction control as well as three levels of adjustable performance characteristics gives the pleasure an additional kick. Which the KTM driver experiences in a completely different way. Because below 3000 rpm, the big stew whips unruly with the chain, over 6000 tours it warns with tingling vibrations to change gears.

In between the music plays. This narrow corridor forces the conductor to use the baton with determination. Upshifting, downshifting, always keeping the 690 on the train – that is what the KTM 690 SMC R demands. Whoever fulfills this is injected with the full dose of her Supermoto DNA. The short-stroke single pulls out resolutely, revs up in a flash, stimulates just the smooth throttle and the clutch that can be pulled with a finger to exploit the potential of the single cylinder. Because 70 hp is a bank. No single-cylinder engine that could be registered was ever more powerful. Every traffic light mutates into a starting system, every curve encourages a daring incline, and every bend invites you to drift into braking. The fact that KTM does without any kind of electronic helpers fits the unadulterated character of the KTM 690 SMC R like the ice-cold morning shower to the outdoorsman.


TRILLION

KTM builds the most powerful single-cylinder approved of all time – 70 hp. But the displacement advantage and V2 concept speak for the Ducati.

Just thinking about it makes the Ducati Hypermotard SP shiver. Or not? Because when it comes to the chassis, the lady from Bologna is leaving her distinguished orientation, which was founded on the famous engine. The sitting position in particular is irritating. The seat recess moves the pilot unnaturally far forward, close to the handlebars. Is it that? Because steering precision is not the strength of the Ducati. In tight turns, the front wheel tilts towards the inside of the curve and must be kept on course with counter pressure on the handlebars. Even in the top test of the basic Hypermotard (MOTORRAD 10/2013) Conti RoadAttack 2 neutralized the steering behavior. A good tip for the SP variant that rolls on the Pirelli Diablo Supercorsa Sp. In addition, the upgraded spring elements continue the character of the Hypermotard in the SP version. Because while the Marzocchi fork works properly at the front, the rear also deals hard blows with the expensive Öhlins monoshock. The hardness of the spring cannot even compensate for rebound and compression damping that has been fully turned up on a trial basis. Well-being rarely wants to set in – especially on the supermoto dream routes, the little-traveled, but often bumpy country lanes.

KTM weighs 154 kilograms – with a full tank!

It’s a shame, because that’s where the KTM 690 SMC R is at its best. Be it the sensationally low weight of 154 kilograms (with a full tank!), The still impressive spring travel of 250 millimeters despite the aforementioned shortening or the slim tank-seat combination – the Austrian needs nothing and nobody to fear on this terrain. The spring elements from WP Suspension iron out even the worst asphalt distortions with their left hand, they cut their way along every curve radius with precision, and with bravura they correct many driving errors made in exuberance. However: As with its engine, KTM also expects a lot of commitment on the chassis side.

Whether the proud seat height of 930 millimeters, the narrow and tight seat or the renouncement of ABS – the driver of the KTM 690 SMC R has to consciously get involved with this special, thoroughly honest species of motorcycle. Only those who are aware of this can find happiness with the single cylinder. If you have any doubts, the V2 of the Ducati Hypermotard SP will carefully put on the gas, upshift at medium speeds, draw a clean line – and have long since forgotten the additional weight or the higher price for this cultivated appearance.

Conclusion

If you look at it emotionlessly, only one judgment remains: A two-cylinder supermoto like the Ducati Hypermotard SP is stronger, faster and more refined than a single can ever be. Point. But with the 690 SMC R, KTM has hit the fine line between irrationality and fascination. Whether the full one-cylinder beating and the great handling are worth the moderate running culture of a stew, this decision remains a matter of the heart – just like motorcycling in general.

Ducati Hypermotard SP


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The top speed of the Ducati Hypermotard SP is 220 km / h.

engine

type design Two cylinder oven stroke 90 degree V engine
injection Ø 52 mm
coupling Multi-disc oil bath clutch (anti-hopping)
Boron x stroke  88.0 x 67.5 mm
Displacement 821 cc
compression 12.8: 1
power 81.0 kW (110 hp) at 9250 rpm
Torque 89 Nm at 7750 rpm

landing gear

frame Steel tubular frame
fork Upside-down fork,
Ø 50 mm
Brakes front / rear  Ø 320/245 mm
Systems assistance ABS, traction control
bikes 3.50 x 17; 5.50 x 17
tires 120/70 ZR 17; 180/55 ZR 17
Tires Pirelli Diablo Supercorsa SP

mass and weight

wheelbase 1505 mm
Steering head angle 64.5 degrees
trailing 104 mm
Front / rear suspension travel  185/175 mm
Seat height ** 910 mm
Weight with full tank ** 195 kg
Payload ** 211 kg
Tank capacity / reserve 16.0 liters
Service intervals 15,000 km
price 14,590 euros
Additional costs 305 euros


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Successful: the 821 Testastretta engine combines smooth running, torque and revving.

MOTORCYCLE readings

Top speed * 220 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
3.3 sec
5.5 sec
13.7 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
3.7 sec
4.2 sec
5.1 sec
Consumption highway 5.4 liters
Reach country road 296 km

* Manufacturer information; ** MOTORCYCLE measurements

KTM 690 SMC R.


Jahn

The KTM 690 SMC R is equipped with a single-cylinder oven-stroke engine.

engine

type design Single cylinder four-stroke engine
injection Ø 46 mm
coupling Multi-disc oil bath clutch (anti-hopping)
Boron x stroke  102.0 x 84.5 mm
Displacement 690 cc
compression 12.5: 1
power 49.0 kW (67 hp) at 7000 rpm
Torque 68 Nm at 5500 rpm

landing gear

frame Steel tubular frame
fork Upside-down fork, Ø 48 mm
Brakes front / rear  Ø 320/240 mm
Systems assistance
bikes 3.50 x 17; 5.00 x 17
tires 120/70 ZR 17; 160/60 ZR 17
Tires Continental ContiAttack SM

mass and weight

wheelbase 1480 mm
Steering head angle 63.0 degrees
trailing 112 mm
Front / rear suspension travel  250/250 mm
Seat height ** 930 mm
Weight with full tank ** 154 kg
Payload ** 196 kg
Tank capacity / reserve 13.5 liters
Service intervals 10,000 km
price 8.695 euros
Additional costs 200 euros

MOTORCYCLE readings

Top speed * 180 km / h
acceleration
0-100 km / h
0-140 km / h
0-200 km / h
4.3 sec
7.6 sec
Draft
60-100 km / h
100-140 km / h
140-180 km / h
5.1 sec
4.7 sec
Consumption highway 4.2 liters
Reach country road 321 km

* Manufacturer information; ** MOTORCYCLE measurements

Single cylinder in trend


KTM

Hit: The Duke is selling well.

For a long time, the KTM Duke was synonymous with the rough, single-cylinder fun bike. A machine that, however, has increasingly led a niche existence over the years. For the 2012 season, KTM completely turned the little extremist inside out. More displacement, more top performance, more smooth running and a standard ABS upgraded the Herzog just as much as a lower seat height, more comfortably tuned suspension elements and the price reduced by 500 euros made it more pleasing.

The result: With over 1000 machines sold in Germany in each case, Duke catapulted itself to 13th place (2012) and eleven (as of August 2013) in the registration statistics. Even more impressive: in addition, the road-oriented KTM single-cylinder models (Duke, Duke R, SMC R) sold around 2500 times in Germany alone this season. That would be enough for fifth place in the registration statistics.

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KTM 690 Duke R in the test


The coronation and top model of the Duke family


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KTM 690 Duke in the top test


The curve search engine from Mattighofen


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