Motorcycle 640LC4-E (2003): technical specifications, photos, videos

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Specifications – KTM LC4 640 ENDURO

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KTM 640

The KTM 640 LC 4, which appeared in 1998, killed four birds with one stone: single-platform enduro, motard, tourenduro and roadster rolled out of the plant’s assembly line. Despite the common base, motorcycles have many differences.

STORY

The 640 was a logical continuation of the 620 series: the volume of the single-cylinder engine increased from 609 to 625 cm³, the piston stroke and compression ratio increased. The engine turned out to be very capricious, but with proper maintenance its service life can exceed 100 thousand km. Inherited from its predecessor, it inherited strong vibrations, and K is a constantly unscrewing fastener. The chassis and brakes have also undergone changes.

The 640s differ not only in the shape of the cladding. For example, “Supermoto” differs from “Enduro” in wheel size. "Adventure" is equipped with a 28-liter tank, versus 11-liter for "Enduro". The Tourenduro is also distinguished by the presence of a second front brake disc, different engine settings and gear ratios, a fairing and an enlarged windshield. Accordingly, it weighs 154 kg versus 136 kg for the Enduro.

The Duke roadster received suspensions with reduced travel and a different tail, and later received cast wheels. Like the Adventure, the Duke has a tachometer on its dashboard. The differences don’t end there: for example, the Duke’s air filter differs from the filters of its fellow tribesmen, and the Adventure’s brake pad shape has changed since 2003.

In 2003, all models of the 640 line underwent minor changes: the cylinder head exhaust valves were enlarged, and the engines themselves were somewhat “strangled” due to stricter environmental standards. The color scheme of KTMs changed approximately once a year, until the end of sales in 2007.

FOR WHAT?

Primarily, the 640 was designed as a sports enduro, powerful and relatively light, with short gears and excellent adjustable suspension. The car is aimed primarily at cross-country athletes.

Adventure - with an increased tank volume, a developed tail that provides good wind protection, two 300 mm brake discs at the front - a good touring bike for those who are able to ignore engine vibrations.

The Supermoto is a great machine for cutting through traffic, riding stoppies and jumping curbs.

The Duke, with stretched gearboxes and reduced suspension travel, is designed for a quieter city ride. On a track with a little over fifty horses, a single-barreled gun is not enough. The lack of wind protection, vibration and modest tank volume are not conducive to long trips.

TUNING

The direction of tuning is determined by the area of ​​use of the KTM 640. For everyday use, heated grips (2.5-4 thousand rubles), a textile bag for the passenger part of the seat and rear wing (3-4 thousand rubles) will be useful. Arches (5-7 thousand rubles) and a higher windshield (3-5 thousand rubles) will help protect the motorcycle from falls. For long-distance driving - side aluminum cases from the KTM factory tuning catalog for 35 l or 41 l (20 thousand rubles). Athletes and off-road enthusiasts will find it useful to protect the lower part of the engine (7-8 thousand rubles).

The engine will be “pissed off” by a full exhaust from the Pro circuit or FMF (about 18 thousand rubles) and a flat-throttle carburetor installed on racing versions (50 thousand rubles), but you can always look for a used one at online auctions.

WHERE TO LOOK?

There are few offers on the secondary market, mainly from private owners and salons selling second-hand goods. It is possible to bring it to order from the USA or Europe. The 640s were sold in Russia, so you can find a “white” device with a good history, purchased and serviced from officials.

CHOICE

When choosing a 640, special attention should be paid to how and where the motorcycle has been serviced. When examining the vehicle you like, first of all ask the seller how the oil was changed. The fact is that the 640 engine has two oil filters, and such a seemingly simple procedure as changing the oil turns out to be not so simple in reality. Often would-be mechanics change only one filter, not draining all the oil when replacing it. If the seller was unable to describe the procedure in detail, and you have never seen a motorcycle service technician, it is better to refuse the purchase. You should not take a motorcycle if its oil contains metal particles or emulsion visible to the eye. The water pump is located in the block head; over time, its seal wears out and the antifreeze begins to mix with the oil. This in itself is not scary and can be treated by replacing or repairing the pump, but a “cocktail” of oil and antifreeze, which is much worse at lubricating highly loaded components, can “kill” the engine very quickly. Also, when inspecting the engine, you should not neglect measuring the compression. Check the gearbox secondary shaft oil seal (if there is any oil leakage from under the front sprocket).

Bendix electric starter is another weak point of the 640s, note how the bike ; crunching and crackling sounds are a clear sign of the imminent death of the part.

The suspensions do not cause any particular problems; the condition of the oil in the shock absorbers can only be checked when replacing it. But even if the “feathers” are very neglected, you can order a fork repair kit and put the suspension in order. The only really big problems can be “sinks” and chips of chrome on the shock absorber rods; they can be replaced, but they only ask for about 800 euros for them.

In any case, the specimen you like should be diagnosed by KTM specialists.

Urban supermoto-spartan KTM 640 LC4 SM

The theme of supermoto is now actively cultivated not only in advanced Europe, but even in distant Russia, always infested with hungry and drunken bears. Having slightly changed their tough “endura-flying-killer” KTM 640 LC4 E into an asphalt style, the eternal winners of “Dakar” released on the market one of the “evil” versions of the “civilian” supermoto.

Trends from the Old World The karting track, which would have been ideal for such a test, turned out to be busy that day. But, fortunately for me, a wonderful opportunity presented itself to “skate” the long-legged Austrian at the “ring” training in Myachkovo. Time, as usual, was running out, so initial assessments and sensations from the motorcycle resulted mainly in behavior at its maximum speeds.

But more on that a little later.
After all, before you can taste all the delights of the KTM 640 LC4 SM, you just need to sit on it. Or rather, in our case it would be much more correct to use the word “climb.” What to expect at this seat height? The layout is as follows. If you haven’t “caught up” with all the usefulness and value of the high-calorie product “Rastishka”, it’s not so bad. But a tapeworm that was not lured out at one time and lives in the depths of your body, brazenly finishing up the lunches you just ate for you... this is really serious. As a result, you have not grown to 193 cm of your humble servant. If so, it will be inconvenient for you! And not in the process of moving. And when stopping at traffic lights, starting off, or during any other maneuvers that require moving at low speeds and then stopping. Having settled into the seat, you realize how high you have climbed. All the usual sensations from landing on various motorcycles are pushed back by the KTM 640 LC4 SM to the invisible border of an endless horizon. Judging by the tactile sensations of one... uh, let's say, an important organ, instead of soft padding in the seat, the Austrian jokers filled it with waste from metalworking machines... And this is just the beginning! For example, judging by the effort required to move the gear shift paw, it is designed mainly for motocross motorcycle boots - a great way to wean a lover of sneakers and other non-core shoes from riding a motorcycle! No, the gears themselves are switched on quite easily, but the sporty notes make themselves felt - it would be more appropriate to use the verb “drive in”. And the clutch lever is unlikely to please those who “live” on it with its rigidity, well, perhaps only inveterate left-handed bachelors... The instrument panel is designed in a minimalist manner, providing only the really necessary information. In a word, literally in the first minutes you are imbued with a serious attitude - nothing superfluous, everything to achieve the best possible result. Crush the plastic one in you The very first hundred meters of the journey immediately confirms the impression that has been formed - the KTM 640 LC4 SM is trying to throw off the sports biker who, for some reason, is trying to crouch near the steering wheel. Probably due to established habits and stereotypes. Well, yes, the craving for the sky is expressed in a bright form, but this does not mean at all that you should cowardly try to reload the front wheel! On the contrary, immediately tuck into second gear and continue driving in wheelie. After all, this KTM is one of the few mass-produced motorcycles where engineers intended wheelie riding not as an exception, but rather as a rule. In this connection, the engine lubrication system with the so-called “dry sump” completely eliminates oil starvation. Even if you are a world champion in stunt riding at least three times, there will be no problems with providing oil even with the motorcycle in an upright position. According to the established “good” tradition, I received the motorcycle for testing with so much gasoline in the tank that even a novice drug addict would not have enough, not to mention a 54-horsepower engine. So straight to the gas station. Those who have not yet encountered KTM products will be surprised not only by the rather meager volume of the gas tank, but also by the fact that its lid is completely removable, giving off a somewhat mothball-like memory - nostalgia for domestic motorcycles. What can you do - a direct legacy of sports enduro, where less weight has always prevailed over aesthetics and convenience. That's a funny thing - supermoto. Let’s say, in a good way, in a turn you should shift in the direction opposite to the tilt and even extend your leg, this would be extremely correct. But! My whole nature resists this approach in every possible way, so I habitually slide onto my knees. Despite the enormous height of the seat and the endless ground clearance, this trick is quite successful (even though it would not have been successful with such and such a length of limbs). However, it is not in vain that motard athletes stretch their “graceful” legs, shackled in motor boots, in a kind of ballet step. What the KTM very clearly demonstrated to me already on the track in Myachkovo, in conditions close to the limit... But I won’t run ahead of a long-range truck, because first I had to get to this very track, and this is about 80 km of the Moscow Ring Road, which is averagely poisoned by a horde of cars. Despite the declared 54 “mares”, I did not at all have to “vomit”, as I initially saw it. KTM cheerfully demonstrated 170–175 km/h (he lied, of course, shamelessly, but I think we can speak with absolute confidence about the stated factory 160 km/h) on the digital speedometer. At the same time, I would not say that the last couple of tens of km/h were particularly difficult for the motorcycle - far from it! But maintaining such a regime was worth a titanic effort, and the point is not at all in some aspects of the motorcycle’s handling at its maximum speeds. It’s just that the level of vibration reaching the handlebars, seat and footrests (I won’t mention visibility in the mirrors in such modes) reaches such an extent that it becomes physically difficult to hold your hands on the handles. The amplitude of the mirrors’ vibrations becomes not only visible, it seems that a little more, and the motorcycle, waving its vibrating mirrors, like a “bird, proud and unconquered,” will take off. The temptation to “close down” to a more or less tolerable 130–140 km/h was almost irresistible. I won’t write that such a speed is comfortable, but somehow you can live. In a word, long high-speed runs on highways are by no means the strongest side of the KTM 640 LC4 SM...

No hang off! And after just half an hour I was out on the track along with numerous liter sportbikes, slightly diluted with 600s. To say that among the hunched over sports bikers in one-piece overalls and on motorcycles with tuning pegs somewhere near the ends of the mufflers I looked like a black sheep would be a gross understatement. And at first I myself was skeptical about the possibility of competing on the rather long Myachkovskaya highway with 150-170-horsepower motorcycles, deciding that I would as correctly as possible let the “plastic” ones constantly overtaking me. However, after a couple of laps, I completely forgot about the vibrations and other specific features of the KTM 640 LC4 SM, which was finally in its true element! Extremely precise and powerful front brakes allowed me to brake much later, which was also facilitated by the lighter weight than even the lightest “six hundred”. And the high-torque 625 cc engine helped to “open” much earlier, without worrying that the rear wheel would immediately come off, as could happen on 170-horsepower liter monsters. As a result, to my considerable surprise, I sat quite comfortably somewhere in the middle of the group of “plastic” colleagues and, having become a little excited, by the end of the race I even managed to overtake a couple. A 15-minute session in combat mode gave me the opportunity to understand and taste all the advantages of this practically professional supermoto much better than if I shamelessly tormented it all day on civilian roads. While criticizing the low level of comfort and, perhaps, not being able to “catch up with the chip” (which, as you know, is in the bank). In the process of throwing around training rings, the KTM 640 LC4 SM very quickly weaned me off the hang-off riding style, almost throwing me out of the saddle a couple of times - a direct result of almost three times the suspension travel compared to sportbikes. Everything is correct - in order to make the suspension and chassis work extremely precisely, and most importantly - predictably, you need to move in the opposite direction from the turn, and the leg extended forward is exactly the “analog” of the “knee” of a sport biker - a kind of insurance and an indicator of the degree of inclination of the motorcycle . In this option, taxiing occurs much faster, and the slower the turn, the easier and simpler it will be to navigate. In other words, a supermoto is easier to handle than any sportbike, provided that its pilot has the “correct” technique. And here’s another interesting moment! I’m sure that if I put a guy behind the wheel of a motorcycle who rides as much on supermotos as I do on sportbikes, he would easily improve my lap time by 30 percent! After all, they ride supermotos with drifts, which I have nothing left to achieve - literally a couple of years of everyday riding practice on these motorcycles. Placement of accents

On the way back, being in an excellent mood, which this uncompromising “athlete” gave me, with the usual movement “pulled” the motorcycle onto the rear wheel from second gear, without doubting in advance that such an exercise would hardly cause any problems for “ Austrian”... In general, this is what happened, but with one important significant “but”! Somewhere after 300 meters traveled, I began to feel legitimately surprised - when will the transmission finally “end”?! After all, on all the large-capacity single-cylinder motorcycles that I was able to test up to this point, and there were, in general, quite a lot of them, the second one was usually enough for a maximum of 150–200 meters! At some point, the KTM 640 LC4 SM stopped accelerating altogether, “hanging” at a decent angle at a fantastically low 60–70 km/h! As a result, I still “rested” the gear on the limiter, but after no less than 400 meters covered on the rear wheel! Yes, many motorcycles with almost twice the engine capacity and four times the number of cylinders could envy such a result! And some endlessly cheerful guy from distant Mathichoffen added passenger footpegs to the motorcycle! I won’t even try to imagine this spectacle. What do we have in the end? I don’t think that you will have to operate with any ambiguous phrases or vague concepts - this is not the case here. The KTM 640 LC4 SM is an uncompromising athlete, decorated for the sake of decency with headlights and passenger footrests, and in case of emergency, it is quite capable of relatively long voyages, where the limit of the distance traveled will be the endurance of its pilot. The Austrian is ideal for mayhem on city streets, but you can only get real pleasure from it on the track. This is, in fact, what it is intended for, one hundred percent “falling” into the advertising slogan of the KTM PR people – Ready to Race. Motorcycle provided, tel. (495) 596-81-00 Pros Powerful engine Excellent braking potential Engine lubrication - “dry sump” One of the lightest in the class Cons Seat height Vibrations Gas tank volume “Unfriendly” for beginners Mirror functionality is conditional = Sports equipment in sheep's clothing urban supermoto Test -rating Dynamics Excellent dynamics! Handling Sporty Comfort “Doctor, everyone is ignoring me...” “Next!” Brakes It’s impossible to find fault Drive Ducati 749 in the mirrors... text: Vladimir Zdorov photo: Dmitry Ivaikin