MY MOTORCYCLE
KTM's family of 950cc big bikes based on the LC8 twin-cylinder V-twin engine, including the Adventure touring enduro, SuperMoto motard and Super Enduro hard enduro, were produced from 2003 to 2009.
However, the history of this family actually began much earlier. In 1992, at the KTM stand at the Cologne IFMA Show, a prototype engine was first presented, in which two cylinders from the “single-barrel” LC4 were combined into one crankcase. It was just a concept, and a second attempt at a big V-twin came in 1996, when KTM commissioned Stuttgart design company Kraft Technik to design a hard enduro with a 60-degree V-twin engine. As an option, the RSV900 engine, produced by the Rotax engine company for Aprilia, was then considered as a power plant. Another alternative considered at the time was the Swedish Folan engine, also built using a 60-degree V-Twin design. However, these ideas were abandoned shortly after KTM successfully went public.
At the beginning of 1998, the company was experiencing rapid growth and the issue of expanding the model line to include two-cylinder motorcycles was raised again, now becoming a priority. Chief engineer Wolfgang Feber conducted research into a wide variety of twin-cylinder engine designs and motorcycle concepts built around them.
By August of the same year, it was decided to settle on a V-engine with a cylinder angle of 75 degrees, placing special emphasis on lightness and compactness. KTM decided to develop the new engine independently, but Klaus Hollweg from Rotax was invited to lead the work as a project manager.
The new engine, named LC8, was completely ready and tested for the first time on an engine stand exactly one year after the start of development, on August 11, 1999.
First KTM 950 Adventure prototype
Once the LC8 was completely ready, work began on the design of the KTM 950 Adventure, in which both designers and engineers, including those directly working in production, were involved jointly. The final design of the prototype was handled by KTM's partner, Kiska Design. The concept premiered in 2000 at the Munich Motor Show.
The prototype caused a mixed reaction among the public and journalists, and KTM CEO Stefan Pierer decided not to release the 950 Adventure in its original form on the assembly line, but sent it for further development, approving only the engine, chassis and a number of components.
Although the KTM designers themselves have never been alien to innovative ideas, the current rally driver Fabrizio Meoni was additionally involved in the work on the new cladding, replete with sweeping lines and sharp angles. By the beginning of 2001, a new prototype was ready and Meoni began testing it in real conditions in the vastness of Tunisia.
KTM 950 Adventure Rallye
On the “combat” prototype of the KTM 950 Rally, Fabrizio Meoni won the Pharaoh Rally in 2001 and the Dakar Rally in 2002, after which he pronounced the motorcycle fully ready. The almost final version of the KTM 950 Adventure was presented at Intermot 2002, and mass production began in February 2003.
The motorcycle's rally genes and compliance with the Ready To Race corporate philosophy are evident in almost every detail. The tank with a total volume of 22 liters consists of two independent halves - if you damage one, you will in any case reach the finish line or home with the remaining intact second. The almost straight rally fairing provides confident protection from headwinds, even for tall drivers. The motorcycle, like its racing brothers, remains virtually unharmed in light and moderate falls, which on any other motorcycle are fatal, if not for itself, then for the owner’s wallet.
The introduction of the KTM 950 Adventure caused quite a stir in the big touring enduro sector at the time. Its formal competitors - the BMW 1150 GS, Honda Varadero, Triumph Tiger, Suzuki V-Strom - instantly turned out to be heavier and more clumsy, and off the asphalt they were simply unable to move stably and control at the speeds at which the 950 Adventure walked across the intersection as easily as along the highway.
KTM 950 Adventure
From the very beginning, the motorcycle was produced in two versions: 950 Adventure and 950 Adventure S. Behind the letter S, which meant sportiness, there were quite serious differences hidden, shifting priorities towards a more rigid enduro:
— Increased suspension travel. Front 265 mm and rear 260 mm, while the “regular” variant had 230 mm. In addition to the actual amount of travel, the suspension had completely different settings.
— Due to the modified suspension, the seat height on the saddle has also increased from 880 to 915 mm.
— Ground clearance was 316 mm versus 281 mm.
KTM 950 Adventure S
Both models coped excellently with long hauls on asphalt of any quality and with rough terrain in rally mode. And the S option was of interest to those who wanted to squeeze the absolute maximum out of the offroad, but at the same time made additional demands on the pilot’s build. In everyday driving, those who were shorter than 180 cm could experience some inconvenience when stopping and starting frequently.
Each model year throughout the 950 Adventure was different from the previous one, both externally (color and graphics) and internally. The most extensive and significant modernization was carried out in 2005. New camshaft. The clutch has been redesigned to reduce mechanical noise. The carburetor was electrically heated (to protect against freezing in cold weather). The suspension travel was reduced by 20 mm (from 230 to 210 mm and from 265 to 245 in the S version). Reinforced front wheel, more resistant to harsh off-road conditions. Rear rim width increased from 4.00" to 4.25". Redesigned engine cooling system to direct hot air away from the driver's knees. Thermal protection of rear brake caliper pistons. New, more comfortable driver's seat. Thermal protection of the exhaust system. Improved splash protection for electronics.
KTM 950 Supermoto
Along with the Adventure touring motorcycles, the family of motorcycles with 950 cc LC8 engines also included the KTM 950 Super Moto motard and the KTM 950 Super Enduro R hard enduro. Both of them ultimately remained in the shadow of the now massive and popular Adventure. And the 950 Super Moto, in fact, was ten years ahead of its time - the concept of a powerful road crossover literally just now resulted in several production models from Japanese and European manufacturers. However, both of them contributed to the further development of the twin-cylinder KTM, whose engines, with increased displacement and a host of modern electronic systems, still carry the now legendary LC8 name.
KTM 950 Super Enduro R
source ktm-moto.ru
Servicing KTM LC8 950/990 Adventure
The LC8 was released in 2003 and made a significant impact on the off-road motorcycle market. Built with winning racing technology in mind, the LC8 family of motorcycles were destined for success.
KTM actually built the motorcycle from scratch, using two years of work from its Dakar team. The Adventure has the handling of KTM race bikes, the best suspension and a very narrow chassis, which has a beneficial effect on its off-road capabilities.
The Rotax long-travel 75-degree V-twin was created specifically for this bike. Despite its high power, the motor allows precise and smooth control of traction from the very first degree of rotation of the handle, so it is excellent for off-road use.
The LC8 may seem quite tall at first, but once in motion everything falls into place. Long-travel suspensions suit this bike perfectly; with them, it is equally good on dirt and asphalt. The tight softness of the suspension allows you to confidently control the bike on the road and in the forest, and the 21-inch front wheel adds precise steering.
In 2007, the engine received injection, which allowed it to comply with environmental standards. At the same time, the volume was increased from 950 to 990 cubic meters. cm, which increased both power and torque.
CHANGE OF OIL
Warm up the engine before changing the oil. Let it idle until the fan comes on.
Unscrew the 4 bolts and remove the crankcase protection
2. Place a waste container under the drain hole. Unscrew the plug. Don't get burned on hot oil!
While the oil is draining, wipe the plug, removing anything stuck to its magnet. Tighten the plug, using a new sealing washer if possible.
Unscrew the oil filter cap.
5. Pull out the filter.
Insert a new filter.
7. Screw the cover back into place, if possible with a new gasket.
Fill the engine with the correct amount of fresh oil, start it and warm it up. Then turn it off, let it sit for a minute and check the level. Add oil if necessary.
9. Put the protection in place.
REPLACING THE AIR FILTER
The air filter on the LC8 is located directly above the throttle valves. To get to it, you have to unscrew several key parts. The main thing is not to lose the wire retainer that secures the air hose in the filter cover.
Remove the seat.
2. Unscrew the six screws and remove the glove compartment. Remove the two rear bolts securing the tank.
Remove the temperature sensor; to do this you will have to cut the clamp. Remove the hose that balances the pressure, disconnect the ventilation and tank recirculation hoses.
Carefully move the tank to expose the air filter housing cover bolts.
5. Unscrew these bolts, there are eight in total. Remove the cover; underneath it will be the filter element itself.
Turn the tube leading to the flaps one-eighth of a turn counterclockwise and remove it.
7. Remove the filter element. Clean it with compressed air or install a new one.
Reassemble everything in reverse order, and don’t forget about the tube, it is what secures the filter.
9. Make sure all bolts are tight and the glove box lid is working properly.
REPLACING FRONT PADS
The LC8 990 is equipped with high-performance brake systems from Brembo. They are very easy to maintain unless they are rusty.
First, assess the condition of the pads. The design of the bracket allows this to be done without dismantling.
2. The front pads are secured with a spring-loaded pin and a wire retainer.
Carefully remove the retainer. Pay attention to its orientation.
4. Remove the pads. Check their pads and replace them with new ones if necessary. If the pads are not very worn, clean them with a clean (not oil!) wire brush and a special brake cleaner. Carefully press the pistons into the bracket before installing the pads. Lightly coat the back of the pads with brake lube to prevent them from squealing. Make sure the pads are in place before installing the wiped and lubricated pin.
Assess the condition of the finger and replace if necessary. If the condition is normal, clean it and lubricate it with brake lubricant.
6. Reassemble everything in reverse order.
Lock the finger, make sure that the lock is installed in the correct direction. Press the lever several times until the pads fit onto the disc.
REPLACING REAR PADS
The peculiarity of Brembo systems is that the front and rear brackets are structurally very similar to each other, and therefore the rear pads change in the same way as the front ones.
The pin in the rear bracket is secured with two clamps.
2. Remove both to remove the finger.
Remove the pads through the back of the bracket.
4. Clean all dirty or rusty parts
Insert the pads in reverse order.
6. Press the pads from below so that your finger fits into the holes.
Insert your finger completely.
8. Insert the tabs, maintaining their orientation. Press the pedal several times until the pads fit on the disc.
“Supermoto” and “Superduke”: who is who?
The genetics of both of these motorcycles can be traced back to the large SUV “KTM 950 Adventure”. Both the “Supermoto” and “Superduke” have similar frames, almost identical V2 engines and similar chassis. But - each has its own character and, in fact, is addressed to people with different driving needs. If our newspaper already conducted the “Superduke” test at the beginning of the year, now we will get acquainted with the “Supermoto”. Taking with him, for comparison, the already famous “Duke”...
IN THE BIKE-LAND SALON, these two KTMs stood side by side and, at first glance, seemed to be very similar motorcycles, except for the sportily upturned front fender on the Supermoto. When you look closely, you begin to notice the difference...
The frames are by no means the same. Even the footrests are positioned differently. The Duke has them set back a little (the seating position is more sportbike). On the Supermoto they are exactly in the center - like on a motocross motorcycle. Both have mufflers peeking out from under the seat, but the Superduke's are more compact, clustered closer together, and have sharper tips. The Dyukov saddle ends - like any road motorcycle - near the gas tank. But the “Supermoto” is equipped with a real motocross saddle – long and narrow. It’s not for nothing that racers call such saddles “logs.” It allows you to more actively change the weight distribution, sometimes moving far back, sometimes practically sitting on the tank, and sharply change direction in crowded urban conditions, prescribing a trajectory between slowly crawling cars. A series of 90-degree turns among cars on a traffic-choked avenue? Jump onto a high curb to cut a corner? Easily - “Supermoto” does all this without problems. In such a situation, the “Superduke” will lag behind, and you will have to go around the curb altogether, since the motorcycle is decorated with an elegant spoiler on the bottom (if I were the owner of this device, I would immediately remove it). But as soon as the flow accelerates, as soon as the gaps between the cars turn into normal gaps, the Superduke begins to rapidly gain momentum. You ride it almost like you ride a sportbike. It instantly changes trajectory at high speeds, has the same sharp dynamics and constantly demonstrates a sportbike desire to lift the front wheel to the sky. By the way, the engines on both motorcycles have “dry” sumps (that is, the oil is contained in a separate tank). This means that you can ride on the rear wheel indefinitely, without the risk of oil starvation.
In general, driving a Superduke around Moscow is even more convenient than a purebred sportbike. The upright, streetfighter-style stance allows you to look far ahead over car roofs. Wide steering wheel – to make confident maneuvers “on the spot”. Both motorcycles are equipped with high sports handlebars of the Renthals brand (in general, all KTMs are distinguished by high-quality components from famous manufacturers - this, in particular, explains the considerable price of motorcycles from Austria). The handlebars are made of variable-section pipes (thicker in the middle and thinner at the ends), which ensures high rigidity. They do not need reinforcing crossbars, as on motocross motorcycles, and, by the way, they are installed on silent blocks that level out vibrations of V2 engines. This nuance once again emphasizes the attention to detail that engineers from Austria can pay.
The brakes on both KTMs are of the radial type (more common on tuning motorcycles than on production ones). Together with the rigid braided hoses, they give the brakes greater efficiency and “brake feel”. Any of these motorcycles can be stopped quickly and confidently, to the point of locking up the front wheel. In general, when decelerating from high speeds you somehow feel calmer in the saddle of the Superduke: its suspension is stiffer, its center of gravity is lower...
In dense city traffic, the Supermoto can be faster than any other motorcycle.
Technical information
Engine: 4-stroke, two-cylinder, liquid cooled. 942 cm3, carburetor fi 43 mm
Power transmission: 6-speed gearbox, chain
Suspension: adjustable USD fork, rear single adjustable PDS hydraulic shock absorber
Tires: front 90/90 R21, rear 150/70 R18
Brakes: front 2 coils with a diameter of 300 mm, rear coil with a diameter of 240 mm
Wheelbase: 1570 mm
Seat height from ground: 870 mm
Fuel tank: 22
Test errors: error free
Lowest fuel consumption: 5.7 l/100 km
Maximum fuel consumption: 7.5 l/100 km
Average fuel consumption: 6.5 l/100 km
Dry weight / with full fuel tank: 198 / 234 kg
Sales: Axle, doo, Koper (www.axle.si), Habat Moto Center, Ljubljana (www.hmc-habat.si), Motor Jet, doo, Maribor (www.motorjet.com), Moto Panigaz, doo, Kranj .motoland .si)
What you need to know before the swap. It was written about engine swap on a car, but it is also relevant on a motorcycle. Since my car ash2 has not been able to leave the garage under its own power for the 2nd year, I am ready to confirm every line (( 1. You will never calculate the budget correctly, in the process it will increase 2 times and another + $ 500, because requests are growing... 2. You will quarrel with all your relatives (more than once)! 3. Swap, this is the best way to test a girl’s loyalty, if she survived the swap, you can safely marry. 4. You will annoy everyone with your car and your friends may start to ignore you at drinking parties, because besides the engine there will be nothing to talk about with you for a long time. 5. Do not allow containers with gasoline to be near the car at the final stages of the swap - there is a big temptation to burn it out. 6. If you haven’t burned it, it means you have a very strong psyche, and using your example, you can write books on anger management. 7. You must be prepared for the fact that a friend/brother/boss will kick you out of the garage, because your car has gotten to him, and you will have to tow it through the ice 70 kilometers to another garage, and since the swap will be approximately at the 50% stage, there will be no brakes on the car, as well as engine mounts, and the engine will lie on the beam, this is normal. 8. There is no complete list of parts in nature, i.e. you will have to run around for all sorts of garbage more than once. 9. At night you will be overcome by the feeling of going to the garage and sitting in the car (usually on the spare tire instead of a seat) and poking the gears (especially the 6th), although at that moment neither the driveshaft will be ready nor the torpedo will be standing. 10. You really care about expenses. 11. The pleasure of a swap lasts no more than 10 minutes, and after a week you begin to twitch because the car stops moving, although the passengers' eyes are still wide-eyed. 12. In the last days, everyone will abandon you and refuse to help you, you will have large circles under your eyes and signs of exhaustion, this is normal. 13. Before you know it, you will start talking to yourself; when you notice this, you will tell everyone that this is a sign of genius (but we know that.). 14. The swap itself is endless (with rare exceptions). 15. Any normal car should survive, do not plan for 2-3 weeks, this is stupid, such a period is realistic only if you have the amount of free money that exceeds the swap budget by 5 times. 16. You know who sells something in the 3 closest countries, and sometimes not in the closest ones at all. 17. ETC is no longer an empty phrase for you. 18. You laugh when you hear someone going to “build a motor in 2 weeks.” 19. YOU OWE EVERYTHING! 20. In six months you became a welder/painter/electrician/running mechanic... 21. You don’t have the concept of summer/winter tires, you have the concept of “enough for a couple more days.” 22. In the rain, nines can drive around you, because your nerves are not iron gas in the floor, but the car is stationary. 23. It turns out you can grill shish kebab in garages. 24. You spend your nights thinking about which gearbox to choose. 25. You go out into the city in the evening to “find and tear up a Porsche/Subar/Evolution”, but you find at most a nine with blue letters and forward flow, because you drove around it you feel more sad than happy... 26. You come across a Porsche when you’re nearby Mom is sitting, and you are forced to pour it for him so that Mom doesn’t get nervous. 27. In general, swap is cool! 28. Exactly halfway through the stage, you want to sell everything to the eccentrics)) 29. You feverishly surf the Internet on swap forums and constantly study something, if you have already studied it, then you study it again, this is repeated day after day)) 30. You you always want to buy some nice thing, but common sense and lack of funds for the most basic things stop you) 31. The most important thing in the world is to start the car and get it moving, the rest is trifles)
