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KTM 690 Duke, test (characteristics and curiosities)
KTM 690 Duke, test (characteristics and curiosities)
Anonim

Today we start, as Ardeolarjo guessed very well, the test of the KTM 690 Duke, the main novelty of the Austrian brand for this 2012. After having tried the previous two (KTM Duke II and KTM 690 Duke '08) I really wanted to sink my teeth into this one since it completely breaks with what we knew until then about this saga.

Today we will review the main features that we already commented when its presentation in the Milan Hall 2011 and that you can know in depth in the previous link. Will she still be a Duke? Has it become more civilized? Let's see it.

KTM 690 Duke: all torque, all engine

KTM 690 Duke

70 horses… And that's it. All achieved with a single cylinder of 690cc (102x84mm), fat, very fat and that make the KTM Duke 690 on its own merits such as most powerful single cylinder on the market. And in addition, it rivals and in some cases far exceeds the power of twin-cylinder engines from other brands. The torque figures have not been declared but I can assure you that it is also high.

As a good single cylinder, vibrations they are there although they have been tried to reduce to the maximum. For this, the LC4 engine mounts a dual ignition system in which each spark plug is independently optimized. In addition, it has a balancing shaft that mitigates vibrations. In 2007 I was the owner of the KTM 690 Supermoto with the previous generation of this engine so we can see if it has improved in performance and comfort.

Of course they have not forgotten the anti-rebound clutch. The hydraulic drive system together with the APTC equipment already known at KTM allow painless downshifting without suffering from the terrible bouncing of the rear wheel. You just have to focus on negotiating the next curve.

KTM 690 Duke: more Super, less Duke

KTM 690 Duke

For lovers of the Duke saga, the loss of your identity it has surely disappeared at the same time as its characteristic double frontal ellipsoidal optics. Now he mounts a headlight very similar to that of the little one in the saga, the KTM 125 Duke. Also, the rest of the lines follow the same strokes. Some lines that were already marked at the time by the KTM 990 Superduke and that are now more evident.

The second detail that identifies this new model is its tank, much more bulky and that cuts the seat extension forward. A seat that previously kept the memory of the off-road genetics of this motorcycle. Now however, the height has been reduced in search of a wider audience and is divided in two, differentiating the area of ​​the pilot and that of the passenger.

The escape goes on to run on the right side although it maintains the presilent under the engine, centralizing the masses to maintain the agility of the KTM 690 Duke, something that was already proven in the previous generation and that was one of the most radical changes after having had always leaks under tail.

With all this, the weight of the KTM 690 Duke does not reach 150 kilos without gasoline. Specifically, it throws on the scale a figure of 149.5 kg. Can you imagine how much it would have weighed if they used the Japanese method for it? No fluids, no battery, even I think sometimes they even put helium in the wheels … it could give a number that would scare more than one.

KTM 690 Duke: now with ABS

KTM 690 Duke

Like the new KTM 690 Duke gets closer to more people, it must also have security elements in line with the times. For this it mounts as standard ABS, can be switched off That is if in case you still want to be the thug, being you the one who controls the stopping power.

The antilock system acts on a single front floating brake disc 320mm with radial calipers. Unfortunately, already does not mount radial master cylinder as in its predecessor. At the rear, 240mm is enough to support the front and make the Duke more fun when cornering.

KTM 690 Duke: simple instrumentation for the 21st century

KTM 690 Duke

If anything can be attributed to KTM 690 Duke and therefore to the rest of Austrian models it is a instrumentation too simple. In the XXI century in which on-board computers proliferate like mushrooms even in the simplest motorcycles, they continue to resort to simplicity.

A tachometer with the red zone at 8,000 laps, sounders inside and a digital screen for the rest of the information will be the only thing you will see in front of you. In this screen the most important things: speed, coolant temperature, time and one of the following information, either the total distance, two partials or the gear engaged.

But not a trace of a gas gauge. In these cases, you have to remember how many kilometers you can do with a tank or wait for the reserve warning light to come on. At that moment, the display will start to indicate the kilometers that we have traveled with a low fuel level.

But let's cut the talk and take action. It's time to get down to business, but unfortunately, time is not good. Leather or sanity? Sanity, tomorrow sanity, in the head and in the body. We started.

To be continue…

Thanks to the security personnel of Perlora and the rescue teams of the Carranques and Huelgues beaches for allowing us to take the photos in their environment.

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