News 24 Jul 2009

Quick Test: 2009 KTM 690 Duke

MotoOnline.com.au reviews the 2009 model KTM 690 Duke, slicing through the tightest surroundings of the suburban streets along the way.

ktm-690-duke

KTM 690 DUKE SPECIFICATIONS

ENGINE
Engine type: Single-cylinder, 4-stroke
Bore x stroke: 102 x 80 mm
Displacement: 654cc
Compression ratio: 11.8:1
Transmission: Six-speed
Power (claimed): 65hp
Torque (claimed): Not given

CHASSIS
Frame type: Chromium-molybdenum trellis frame
Front suspension: WP-USD 48mm
Rear suspension: WP mono shock
Wheelbase: 1472mm
Wheels (front/rear): 3.50 x 17″ / 5.00 x 17″
Tyres (front/rear): 120/70-17″ / 160/60-17″
Brakes (front/rear): Brembo four-piston, fixed caliper, 320mm disc / Brembo single-piston, floating caliper, 240mm disc

DIMENSIONS
Weight (claimed): 148.5kg
Seat height: 875mm
Fuel capacity: 13.5 litres (2.5L reserve)

PURCHASE DETAILS
Price: $15,495.00 + orc
Colour options: White/Black; Orange/Black; Black
Test bike from: KTM Australia – www.ktm.com.au

Sharp. Focussed. Fun.

Those are just three words that spring to mind when thinking of the KTM 690 Duke, proving to give a great fix of fast-paced sensations in tight surroundings around town.

Featuring a 654cc, single-cylinder, four valve, four-stroke, LC4 engine that’s fuelled via an electronic injection system – featuring a 46mm throttle plate cross section, automatic cold start and idle speed regulation systems, lambda control and altitude compensation – the performance is perfect for the concept of the model.

It’s not blazingly fast with a claimed 65 horsepower, but packed within the compact chromium-molybdenum trellis frame and featuring an overall weight of just 148.5 kilograms, the 690 Duke can raise a smile upon your dial within minutes even if you do live in a concrete jungle.

The new generation LC4 engine in the Duke is shared with the SMC model, as well as the off-road Enduro and Enduro R models. The Duke has extra power over those models thanks to its under floor exhaust system, which looks the goods too.

Build quality featured on the Duke is high as we’ve come to expect on KTMs with a host of Euro components, and that quality is transferred directly into the ride as it takes advantage of the many brand named parts littered throughout the chassis including the Brembo brakes and WP suspension.

Riding in tighter areas is where you’ll most enjoy the Duke as its manoeuvrability is very good in both corner entrance and upon change of direction, while it can also handle more open roads sufficiently without being 100 percent ideal.

The 320mm single front brake disc is powerful without being too touchy, although the front suspension feels somewhat harsh over sharp bumps if you hit them mid-corner with lean angle whether the corner is tight or open.

Once you’re past the apex of the turn then you can get hard on the gas and the bike will respond admirably, enabling you to build confidence in the rear shock while the engine’s power allows you to twist the throttle harder and harder at each turn.

Seating on the bike is also suited for tight confines as you’re saddled upright in a motard style position, and this does favour slow riding and tight corners because the wind tends to hit hard when you take it up to freeway speeds on open sections of road.

It’s reasonably comfortable and is very compact once in the riding position, yet it’s tall enough for larger riders to climb aboard for a spin without being too cramped at all.

The high mirrors are easily adjustable and offer a great amount of rear view apart from the odd vibration that distorts what you can see, but that’s common on almost every bike no matter its size or manufacturer.

The under floor exhaust beneath the LC4 engine in the 690 Duke boosts power

The under floor exhaust beneath the LC4 engine in the 690 Duke boosts power

The engine has enough power to scoot you along safely on the public roads with a solid burst of acceleration available in any gear at almost any time unless you’re in top gear on a freeway, but the most enjoyable thing about it is that you can get on the gas hard without instantly going over the speed limit.

This allows you to actually rev the bike from a standstill as you shift up through the six-speed gearbox, but it must be noted that the vibrations at the cruising rev range of around 4000rpm do begin to send your legs slightly numb after about 50 kilometres or so in the saddle if the engine’s constantly revving.

It does have a balancer shaft in the engine, but it still vibrates more than most of the larger capacity bikes I have ridden in recent months, although you can live with it unless you’re pulling long stints regularly.

The easy to navigate dash features an analogue tachometer and a digital readout for the speedometer, dual trip metres and clock, while there are all the usual warning lights situated cleanly within the instrument panel.

It reads to 9000rpm on the tacho, but I find that the engine performance is best when using it from 3000-6500rpm, giving a usable range of power in an engine that doesn’t rev up too fast.

Shifting is surprisingly smooth for a single that revs quite hard, and the downshift is complimented by an APTC anti-hopping clutch that efficiently prevents the rear wheel from chattering during braking.

Overall you’d have to say that this bike is best for those who are looking to get some enjoyment in quick doses, especially those who don’t live close to a stretch of flowing streets and want to have a quick blast around the suburbs for their two-wheel fix without clocking hundreds of kays to get to a good stretch of road.

It’s great fun in tight sections of the street and even has just enough power and suitable handling to surprise on the race track if you wish.

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