TEST DRIVE: KTM 690 Duke '12 - On a savvy flea

KTM 690 Duke. Attention: adrenaline!

There is an opinion that any decent castle is haunted, and the LC4's power unit seems to have demons lurking in it. How else can we explain the adrenaline rush when boarding the KTM 690 DUKE? From the first moments you want to turn the throttle all the way and squeeze everything out of this monster.

Pros and cons of a red-haired tomboy

• Positive properties include a powerful and flexible power unit.
• The injector with fuel map settings is also pleasing.
• With just one switch of mode you can easily change the character of the bike.
• The motorcycle is strong and is not afraid of falls.
• It is possible to quickly adjust the shock absorbers.

In a word - a universal machine. Pay attention to the tachometer of the KTM 690. If you started the power plant “cold”, the speed scale will be blue until the engine warms up, and then it will darken.

Another significant plus is the presence of a hydraulically driven slipper clutch.

One of the disadvantages is the hard seat, which is not conducive to long travel.

Classmates of the model we are studying

Direct competitors of KTM DUK can be considered:

1. Yamaha MT-07 with a starting price of 595,000 rubles.
2. BMW F 800 Ro from RUB 645,000
3. Ducati Monster 821, which in the minimum configuration costs 845,000 rubles.

Reviews from KTM 690 Duke owners

Operating experience shows that there is no point in visiting a service center frequently. A routine inspection of the performance of two-wheeled equipment is sufficient. You can safely carry out repairs, at least minor ones, on your own. And problems, for example, related to the power unit, as well as replacement of components, are best left to specialists.

Those who have a KTM Duke motorcycle in their garage unanimously talk about its sporty nature. They note the agility of the start and the omnivorous nature of our roads. At the same time, they do not feel discomfort in the city and easily maneuver through hours-long traffic jams. On the highway, the two-wheeled vehicle moves confidently. This model does not hesitate off-road and confidently overcomes obstacles.

Technical indicators of the troublemaker

In the KTM family, the 690 DUKE has two-wheeled brothers:

1. KTM 690 Enduro.
2. KTM 690 SMC.

If we take them and compare them, we will get almost similar characteristics, but not in all respects. We are talking about motorcycles produced in 2008. So, let's go.

Comparing the general data, you can see that the dry weight of the KTM DUK 690 is 148.5 kg. Its relatives weigh 9 kg less. The KTM 690 Enduro weighs 138.5 kg, and the KTM 690 SMC weighs 139.5 kg.

The fuel tank of the KTM DUK holds 13.5 liters of fuel, and its brothers can take on board 12 liters each. But the closest in spirit and technical characteristics is the KTM 690 SMC-R.

The model we are focusing on is mounted on a steel space frame. Belongs to the class of road cars, the production of which is established in Austria.

Power unit for one cylinder and 4 strokes with the same number of valves per cylinder. The engine displacement is 690 cm3. Maximum power ratings are 67 l/hp.

The intake is injection, liquid cooling, starting is carried out using an electric starter.

Considering the transmission, we note the mechanical principle of operation with 6 gears. The KTM 690 duke we are looking at has a multi-plate wet clutch. And a chain is used as the main gear.

About the dimensions and weight of the KTM 690 Duke motorcycle

• The seat height is 835 mm.
• Wheelbase is within 1466 mm.
• Ground clearance - 192 mm.
• The tank contains 13.5 AI-95 gasoline. This is the recommended brand of fuel.

About the chassis and brakes

The front suspension is an inverted telescopic fork with a travel of 135 mm. The travel of the pendulum-type rear suspension with a monoshock absorber is the same 135 mm.

The front brakes are a hydraulic disc option with a 320 mm radial caliper. The rear uses a hydraulic disc setup with a 240mm diameter caliper.

Simply put, the 690 DUKE is equipped with a Brembo radial braking system with dynamic ABS settings.

Speed ​​capabilities and gasoline consumption

The maximum that a KTM 690 motorcycle can show is up to 190 kilometers per hour. And gasoline consumption averages 4 liters per 100 kilometers.

Finally

This model is not recommended for beginner motorcyclists. This bike is intended for those who already have experience with rough two-wheeled vehicles!

KTM 690 R Duke motorcycle test

It's a pity. It’s a pity that I didn’t immediately start counting the looks of people passing by, looking in surprise at “my” two-wheeled vehicle. Frankly, at first it just seemed to me that those around me were amused by the disproportion of the massive helmet-wearing guy and the elegantly bright motorcycle. But, looking at the first photos, I thought that most likely they didn’t see me at all. And they look and listen only to him - a white with orange arches, warlike growling beast. KTM 690 R Duke.

Prejudice is a powerful thing. The Austrians have been producing a variety of “supermotards”, “streets” and even sportbikes for more than ten years, but in the minds of even the very two-wheeled enlightened population they remain the kings of off-road, and any piece of equipment from Mattinghofen that is not intended for mixing mud or jumping over it causes genuine surprise. However, KTM marketers and dealers are clearly aware of something similar, otherwise how can they explain the price tag of almost 600 thousand rubles. for a strange-looking “single-barreled gun”?

I admit, I am also full of prejudices, but, unlike the opinions of outside observers, they are of a slightly different nature. For example, I never liked single-cylinder engines, that is, those same “single-barrel engines” from the previous paragraph. It’s also hard for me to understand why you would put a wide all-terrain steering wheel on a device designed to be laid on its side during a “time attack” at a karting track or daily “punching through traffic jams.”

And in general, it’s kind of frivolous - this 690 R Duke. Parrot-like red arcs, the only dial in the instrument cluster of the same color, dull light bulbs...

Okay, down with the grumbling. Called himself milk mushroom - don’t say it’s tasteless. I press the starter button and am immediately surprised: the engine hardly vibrates - thanks to the balancer shaft. However, he is able to overcome only one of the troubles of single-barreled guns, but the other, namely uneven traction, is much more important!

There was no need to worry: the engine with the LC4 index pulls perfectly, with all its 70 forces and such a number of newton meters, which for 149 kilos of dry mass is beyond the eyes. Here it’s worth making a nod towards the electronic throttle and two spark plugs, each of which works according to its own map, optimizing the combustion of the fuel-air mixture.

Meanwhile, my foot is pointlessly pulling up the gear shift lever: is it already sixth? Yes she. It’s a pity, I would add one more: it would be more pleasant to “shoot” straight with it. However, the speedometer already shows an “illegal” speed, fortunately the surface is still smooth.

On the move, the KTM 690 R Duke is frighteningly responsive. I bet an inexperienced rider might mistake the result of shifting the balance on the handlebars for “wobbling” and be scared to death. The Duke is generally demanding when it comes to landing: “falling on the handles” or a shift in the pilot’s center of gravity relative to the optimal over-engine position leads to serious deviations in the behavior of the “motorcycle-rider” system.

After such first impressions, I waited for the meeting with unevenness as if it were a sentence. And again I was wrong: the duker turned out to be extremely patient, the inverted WP fork did not try to knock the wrists out of their joints, and the rear wheel suspended on a monoshocked pendulum did not allow the trajectory to mutate even when driving through very noticeable potholes.

And I have to admit, I got into them with unenviable regularity, and all for one reason: in the saddle of the KTM 690 R Duke, I always rode faster than I originally intended.

It was as if he was pulling me out of the hole of the instinct of self-preservation as bait, encouraging me and goading me: come on, hurry up, everything will work out! And everything really works out. Even with factory suspension settings, which can be changed at your own discretion.

However, this is entertainment for those who like to race on go-kart tracks. For them, the motorcycle is protected on all sides by arches and sliders - even if an overly confident rider carefully comes into contact with the asphalt, nothing fatal will happen. At least with a motorcycle.

But I didn't experiment. And not at all out of fear of damaging the test equipment. And not out of idiosyncrasy towards overalls. Just experimenting with iron and my own body for the sake of freshly mined fractions of a second is not my thing. Well, for those who want to master the circuit driving technique, without wanting to write off the plastic of sports bikes as scrap, the KTM 690 R Duke will be just right. And for the majority - even growth.

KTM Duke 690 (2012) - the most powerful in the class

Shortly before my trip to Milan, I had the opportunity to visit the KTM factory. One of the new products accidentally shown to visitors was the new generation KTM Duke, with a 690 cc LC4 engine. Now it’s clear what kind of information leaks they were afraid of in Mattighoffen!

MOTOGONKI.RU, November 22, 2011 —

The appearance of such a motorcycle on the market could be regarded as an injection, first of all, for Honda, which presented the NC700S street naked bike in Milan. Externally, the new Duke looks more interesting than its predecessor, and even brighter than the NC700, but internally it is much cooler. These are the details that KTM revealed at EICMA 2011: 70 hp. and 70 Nm of torque from a highly boosted 1-cylinder engine with an honest volume of 690 cc. at 148 kg dry weight! After this, comparing new products from factories is complete nonsense. Not only do they play in different leagues, but they also target completely different consumer groups. Honda NC700S is a “light” motorcycle. Not in terms of mass, but in terms of handling and maintenance. KTM Duke 690 is angry, tough, rowdy and charismatic. Duke is intended for experienced riders, whose experience is clearly more than a couple of seasons of confident riding.

The Duke 690 is built around an engine that has been enlarged by 36 cc. compared to the previous model. The new LC4 is clamped to 12.6:1 and features cutting-edge technologies like Ride-by-Wire throttle and an APTC slipper clutch. Two candles are responsible for continuous and high-quality ignition of the mixture in the combustion chamber. Moreover, each has its own programs in the engine control unit program.

The fact that the engine is ready to operate in extreme conditions is evidenced by an improved lubrication system with two overlapping oil pumps, as well as a strict requirement for lubricants - no lower than 10W50, of course, full synthetics. Today, of the mass-produced 1-cylinder engines, this is the most powerful. It won't be surprising if the owner of a KTM Duke 690 flaunts his wheelie to the public. And the model has brakes to match - the same as the older model 990R - radial 4-piston Brembo with 320 and 240 mm discs front and rear.

The chassis is designed unusually for this family: not to mention its older brother, the Duke 990R, whose wheelbase is much shorter, even the younger models (125 and 200) are a little “sportier”. New generation rear suspension, with progressive Pro-Lever arm and fully adjustable WP shock absorber. And also the ground clearance: in the 690 it is increased to 192 mm. For what? Simply, the Duke 690 can become a universal vehicle and a racing tool in one “body”.

Honda has nothing to worry about: the Duke 690 will not snatch away buyers during the plant's difficult period. KTM has never been a cheap brand, and it does not strive for this, knowing “its” client by sight. But if such a client makes a decision, he will never exchange the orange bike for any other!

Photo: motofoto.ru and KTM.

On Saturday I had the chance to take the KTM 690 Duke R for a ride and ride it for about eight hours. Until the impressions fade, I want to share them with the public. So, given: 690 Duke in the R version, or, in our words, DukeR. The curious can see how it differs from the regular Duke on the manufacturer’s website. I noticed the following points: — the engine is 69-something hp/70 Nm (vs. 67 for the Duke); — suspension travel is 150 mm, adjustable front and rear (Duke’s suspension is not adjustable, travel is 135 mm); - jar - Dill; — a cage was installed that fit perfectly into the frame (I didn’t even immediately realize that it was a body kit); - the saddle is higher - 865 mm versus 835 for the Duke with the same ground clearance. The moped that was given to me for execution had stock firmware and a Standard ignition map, and I was strongly asked not to play with the seat spinner, so all further impressions relate to this particular combination. Based on the results, we can say that the DukeR 690 is a very unique unit. The first feature is that it has no low end at all. The four-pot scabies, compared to it, is just a tractor, easily starting from second gear and crawling confidently at idle. The 690 is literally in agony at 2 thousand rpm. Squeezing through a tight traffic jam at a speed of 20-30 km/h is painful for him: in first gear he jerks epileptically following the slightest movement of the throttle, and in second he gasps, trembles, and rattles the chain like the Canterville Ghost. As a result, driving in traffic jams often requires releasing the clutch - fortunately, a very light one. By 3 thousand revolutions it begins to work more or less stably, but spins up very reluctantly. And at 4 thousand it suddenly comes to life and instantly reaches 8 thousand, at which it hits the cutoff. Here the second feature of DukeR is revealed. Typically, a four-stroke engine will deflate slightly at the top of the range, and without looking at the tachometer you feel that it’s time to shift. There is no weakening of acceleration here - from 4 to 8 thousand the 690 accelerates like an electric train, and when it reaches the red zone it simply folds the pantograph. And at first you just freeze in bewilderment: “What, is everything already?” It seems that if the engine’s tolerances allowed it to be turned to higher speeds, it would burn for a long time - but no. In general, you drive like this, constantly keeping the tachometer in the range from 4 to 8. In the city, 6th gear is not needed at all. And the 5th in most cases too. Outside the city, to quickly overtake, you have to drop not one, but two or three stages at once - and then try not to miss the cutoff. At the same time, Mot doesn’t exactly go crazy, but it accelerates very convincingly. There are no problems with overtaking someone. But you have to constantly kick with your left foot. Personally, sitting on the Duke is hellishly uncomfortable for me (I’m 196 cm tall). My legs were bent so that I quickly gave up trying to stand up on uneven surfaces. The saddle is as hard as a board. It doesn’t vibrate like a child; at operating speeds you don’t have to look in the mirrors: the picture turns into an itchy haze. The chassis is awesome. DuqueR is very light, and he turns with the power of thought - you don’t have to do anything with your arms and legs. The suspension, with standard adjustments, is quite stiff, and shakes noticeably at joints and potholes, but it licks the asphalt waves in corners very well, and in general it behaves extremely composedly when taxiing. Tomosas are beautiful. I don't know how they will perform under serious heating, but in normal condition they gradually turn the driver into an impudent person. The duiker is generally a terribly provocative device. Because it’s not interesting to ride it quietly (worse, it’s inconvenient), and it allows you to drive a greyhound in such a way that at some point the illusion of complete impunity appears. In general, the evolution of my attitude towards this spendthrift looked like this. In the first 15 minutes I hated it. I was enraged by the lack of bottoms, by the short tops, I missed the running boards located somewhere near my back pockets, I shied away from cars jumping out of vibrating mirrors - in short, all 33 pleasures and a beaten sirloin to boot. Then, at the very least, I put up with Duquet's choleric disposition and went about my business, wondering, however, how such a combination of inconveniences, mixed in one bottle, could be sold for such money. And an hour later I realized that I was enjoying this toy. When you start to navigate by sound, and you no longer have to constantly stare at the orange arrow, when you get used to actively clicking the gearbox, you begin to simply and unpretentiously drag from the unprecedented lightness combined with constant elastic acceleration, from the wonderful brakes, and again from the lightness, from the feeling of being a driver not a motorcycle, but a witcher's broom - this is such a crap that you can't get enough of it. There are a lot of motorcycles whose engines are more flexible and powerful, which are more comfortable to sit on and load with luggage, and which protect you from wind and splashes. But which one weighs 150 kilograms and is controlled by your gaze? In general, I'm in thought. Considering the height, Duke is not my option. But the 690th motard drills into my brain with terrible force. Worse, I had almost decided that I would take it. So it goes. I hope these observations are useful to someone.