Model Evaluation

KTMs 690 Duke

Razor-edged styling with a personality to match

by Danny Coe

we found both satisfactory, although we preferred Aggressive setting because it wasnt too abrupt, like some others weve tested. The Soft setting reduces power, torque and response, which might make it preferable for wet or slippery surfaces, but while we tested this setting on the dyno, we never had the urge or need to use it on the street. The exhaust on the Duke is a bellymounted stainless steel system, ideally positioned for weight centralization and a low CofG. Like the remote intake, its exhaust note is emitted far from the rider and very quiet. Also, it has no actual tailpipe, to optimize ground clearance. However, our only gripes are related to its exhaust. The silencers rearmost end became discolored with charred chain lube, making for difficult clean-up. And, because the exhaust is directed down at the ground, when idling, dust and dirt are blown up; a problem if you like to keep your ride clean .

DAVE SEARLE

ANS OF SUPERMOTO are purists; riders that relish the agility

and grip of a lightweight bike thats propelled by a compact and torquey engine. Although 250cc supermotos are available from all the Japanese OEMs, their modest power is best suited to surface streets, and riders find surprisingly few choices powered by what would seem to be the ideal engine for the street: a 650 thumper. KTMs Duke has long been the exception, and with a proud history of supermoto racing championships to its credit, KTM clearly knows how to build a supermoto.

Transmission & Clutch

The KTMs power allows the 690 to make short work of its six gear ratios, which are well-matched to the engines power. Shifting action is good, but the linkage feels a bit loose, and we experienced the occasional missed shift. But, neutral is easy to find. Because big singles generally have strong engine braking offthrottle, KTM chose to fit an Adler Power Torque Clutch to the Duke. The system uses a centrifugal pressure plate assist to add engagement strength with rpm, allowing the use of a lighter spring pack to reduce hand effort. The design also allows it to work like a slipper clutch on deceleration, preventing engine braking from causing the rear wheel to hop or skip during aggressive slowing. The APTC worked as intended to mitigate rear wheel hop. However, as weve found to some degree with nearly every APTC system weve tried, clutch action during hard acceleration is difficult to modulate because the clutchs engagement behavior changes with rpm, making for snatchy starts.

Engine Tech
Powering the Duke is the latest LC4 690, a 653.7cc liquidcooled, SOHC, fuel-injected single, with an 11.8:1 compression ratio using a 102.0mm bore and 80.0mm stroke. The wide bore makes room for a pair of huge 40mm stainless steel intake valves with hollow stems and two 35mm exhaust poppets all lifted via a single overhead cam and actuated by lightweight forked rocker arms with roller followers for reduced friction. Upstream of the combustion chamber is an enlarged airbox for higher efficiency and quieter operation that contains a paper-element filter. Fuel is supplied through a big 46mm Keihin throttle body and the riders twistgrip commands are interpreted by an advanced ride-by-wire throttle system; KTMs EPT (Electronic Power Throttle) which optimizes intake vacuum and also allows various engine modes for different conditions. An automatic cold start circuit eliminates the need for a conventional choke lever, and closed loop mixture control and a three-way cat ensure Euro 3 emissions compliance. Last revised in 2009 when KTM updated the cam timing with additional overlap for more power, refined the fuel injection mapping to eliminate stalling at low rpm and changed details of the cooling system and start-up compression release system, the 690 is easily the most powerful thumper MCN has ever tested. On the dyno, our test bike produced 59.76 hp and a peak of 46.13 lb.-ft. of torque. BMWs G650 (tested Oct. 2007) was our previous most powerful single, with 45.4 hp. As with the Dukes sister model, the 690 Enduro (tested in July), a small mapping selector switch is sealed in a rubber boot and suspended from the frame below the fuel tank. Although the switch has a 10-position dial, just three variations of engine performance are possible: Soft, Standard and Aggressive. The difference between standard and aggressive is a matter of response and
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Chassis, Suspension, Wheels and Brakes

The 2010 Dukes rolling chassis sets the standard for its small and exclusive class. Weighing under 20 lbs., its chrome-moly trellis frame is constructed of thin wall tubing in both round and oval sections supporting a compact aluminum subframe and lightweight plastic bodywork. The swingarm is particularly striking; a single-piece die casting with exposed stiffening ribs designed for optimum flexural rigidity. Over 2' long, the swingarm stabilizes the Duke with a 58.0" wheelbase, while 26.5of rake and 115mm (4.53") of trail ensure the 690 keeps its wheels in line. A fully adjustable WP fork with 48mm sliders and stout 54mm legs provides optimum stiffness for responsive handling and offers a well-controlled 5.51" of wheel travel. The forks spring rate proved firm, but the adjustment range allowed us to find settings compliant enough for a full range of riding applications. Atop the fork are finger-adjustable rebound knobs, a nice touch, while the compression adjusters use the traditional screws at the fork bottoms. The Dukes WP monoshock works with KTMs Pro-Lever rising-rate linkage to deliver a matching 5.51" of rear travel. The shock is fully adjustable for spring preload, rebound and dual rate compression damping. The rear end seemed especially stiff,

MOTORCYCLE CONSUMER NEWS

and reducing both high- and low-speed compression settings produced a more compliant ride, especially during cornering, whereas the standard settings caused the rear to chatter and skip under heavier cornering loads. Cast, matte black, five-spoke, 17" Marchesini rims in 3.50" and 5.00" widths separate the Duke from its wire-wheeled competition. The wheels are fitted with Dunlops sticky Sportmax GPR A-10 radials. The front is a common 120/70, while the rear size of 160/60 provides nimble steering with a decent footprint for traction. The Dunlops give excellent grip once warmed up at the recommended pressures of 29/32 psi front/rear. Although their wear rate should be relatively high, the GPRs give the Duke the traction its high-spec package demands. KTM fits premium Brembo brake components on the Duke. Up front is a single four-piston, radial-mount caliper that uses individual brake pads to cover a single 320mm x 4mm stainless rotor for reduced inertial weight. For maximum feel, the Dukes front brake uses a radial-pump master cylinder connected to the caliper by a steel-braided line. The small rear brake uses a Brembo master cylinder and single-piston caliper to squeeze a fixed 240mm rotor. Both brake systems work exceptionally well, individually or combined, and provide powerful, yet easily controlled stopping with a balanced, linear feel.

While its seat would not be considered plush, it is tolerable for the Dukes fuel range of just over 150 miles. In addition, we spent a full day with a passenger aboard. Our pillions praise for the rear seats raised edges designed to keep the passenger from sliding forward and for the placement of the rear grab rails surprised us. We had expected to hear complaints. From a styling perspective, the 690s unique stacked halogen headlights are apparently a love-it-or-hate-it design. Regardless, the Dukes distinctively angular shapes do stand out, and functionally, the headlights provide serious illumination. Only the upper light operates on low beam, providing a horizontal spread with a somewhat low ceiling. Using high beam lights both halogens and the second beam projects a circular pattern that brightly overlaps and fills in areas the low beams pattern omits. The dash on the Duke is simple to navigate and can be read at a glance. It offers an analog tachometer and digital speedo with large fonts. Other info includes a coolant temperature graph, a clock, odometer, two tripmeters, low fuel and distance traveled on reserve functions.

Performance
Considering the Dukes minimalist 354-lb. wet weight and power-to-weight ratio of 1:5.93, the package really performs. During performance testing, it tripped the quartermile in 12.35 sec. @ 101.96 mph and hit a top speed of 116.9 mph. Our best braking numbers were not as impressive as the feel of control the binders offered, but they were consistent, with a best of 128.9' from 60 mph. But our test results dont fully reveal how much fun the 690 is to ride. The engine starts producing usable power from 2500 rpm, and from 5000, the LC-4 comes alive and will happily spin well past its indicated 8800 rpm limiter without hesitation. But venturing beyond the tachs redline isnt necessary; the LC4 cruises high speeds near the middle of its rev range and makes generous torque anywhere above 3000 rpm. Plus, its economical, returning a high mpg of 53.4 mpg riding twoup, and averaging 50 mpg no matter what we put it through.

Controls, Ergonomics and Electronics

Magura provides the attractive tapered alloy handlebars and adjustable-reach control lever systems with radial-pump master cylinders. Although the motor uses a substantial chain-driven counterbalancer and is much smoother-running than the early KTM thumpers, vibration is still an issue at higher revs, and the clatter of the chain drive is also quite noticeable. To combat this residual vibration, the handlebar uses elastomer mounts. The mirrors, although they are not to be blocked by the riders shoulders, also struggle to stave off the big thumpers throbbing; at freeway speeds, their images are reasonably clear, but they will still blur at ultra-legal velocities. Even though competitive supermoto bikes are narrow, their footpegs are typically positioned high for extra ground clearance and the rear brake and shift levers are even higher for use with heavy boots. This is also the case with the 690 Duke. So, for our road testing, we lowered the brake pedal position via the linkage rod and simply changed the shift pedals position on the shift shafts splines, to bring the controls into a more accessible and comfortable position. At 34", the Duke has a tall seat, but the KTMs narrow crosssection, mid-height handlebar and high forward pegs keep the riders cockpit compact and all the controls within easy reach. The Duke likes to be ridden with the rider sitting forward, almost directly over its 3.57-gallon gas tank; made easier thanks to the gentle slope of the seat, much like an MX bikes. A forward weight bias was clearly KTMs intent, as the battery is also placed forward under the tank, and our scales show the Duke carries 53.1% of its static weight on the front wheel when full of fuel.

DAVE SEARLE

Impressions
With an MSRP of $10,898, the 690 Duke represents a significant investment. But the quality of its parts and pieces justify the price. Although it works perfectly as designed, by its nature as a supermotard, it also has limitations, with an appeal thats far from universal. For Pros: The engine starts instantly, hot or cold and its fuel metering is stumble free; the brake feel is spectacular and the Duke goes, stops and turns with agility, authority and finesse, complemented by a slim stance, light weight and ample leverage at the bars. As for Cons: Our test unit was hardly vibration-free, especially above 6000 rpm. While the high-performance single easily makes rpm, its vibration level increases simultaneously, flowing through the bars, tank and pegs. The engine is also mechanically noisy, especially in contrast to the extremely quiet intake and Euro III exhaust. Also, its tall seat may be a concern for shorter riders. However, if a rider is a purist, looking for the lightest most powerful weapon with which to fillet some favorite twisty roads, the Duke is razor sharp and ready to rumble.
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OCTOBER 2010

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Model Evaluation
Left: The stacked halogen headlights project a decidedly sci-fi appearance to the front end, and they are effective. The mirrors are well spaced but cant handle the vibration of high rpm without blurring images, but they still work fine at freeway speeds. The counterbalanced 653.7cc motor makes 59.76 hp, the most weve ever seen from a thumper. The oil cooler occupies the vented chin-fairing and the battery is also mounted well-forward. Top: The Dukes instrumentation is simple and easy to read. The engine would pull to 8300 rpm before the rev limiter intervenes, despite the marked redline of 8000 rpm. The graph on the left side of the digital display is for coolant temp. Info includes a distance-toempty readout as well as a clock. Fuel mileage was excellent, averaging 50 mpg in all conditions. Right: The Dukes girderlike swingarm is 24.25"long, looking like a part designed for a hillclimber. The 160/60 tire gives good traction and agile handling. Left: Brembos radialmount, four-piston, four pad caliper on a single 320mm disc gives great power with light weight.
SCOTT ROUSSEAU PHOTOS

Right: The seats extended nose allows the rider to move forward for maximum effort cornering, and the static weight distribution is also very forward biased, with 53.1% on the front wheel without the rider. The riders seat was considered tolerable for full tank distances of about 150 miles, and the passengers portion received excellent reviews, much to our surprise (hang on tight!).

TESTERS LOG
KTMs involvement in supermoto competition shows. The Dukes control layout encourages you to sit close to the bars for rapid directional changes and the girder-like swingarm makes throttle-induced rear tire slides easy to manage. It also demonstrates KTM predilection for stiff suspension, but at least it has spring rates that are well-matched and all the adjustability you need to dial it in to your preference. The motor pulls like a freight train and is smoothest around 5000 rpm, but youll never imagine youre not riding a single. Over 7500 rpm, it vibrates too much not to shift, and the engines distinctive rattle probably sounds louder because its muffler is so quiet. It shifts well but the linkage feels a little loose. On the other hand,its front brake feel is exceptional; powerful and easy to control. The seat is pretty good and the ergos are ideal for someone about 5 ft. 8 in., but the lack of wind protection is a limiting factor. A very entertaining machine, it gives you a sense of traction and control that you just cant get from heavier bikes. Dave Searle The first time I rode a proper motard, Aprilia's SXV 5.5, I wanted more. I bought one soon after. For a small bike, it offers explosive power but the delivery is as sudden as its piston replacement schedule. Its big on maintenance, but worth the effort. I mention the SXV because after riding the LC-4 Duke, the two machines share many similarities. Yes, the KTM is a single, it weighs more and gives away almost 10 hp, but for practicality, longevity and as a total package, the Duke provides more bang for nearly the same buck. Its economical, exciting to ride and its off-road roots suggest it will be durable. With the exception of the low beams illumination and perhaps the exhaust being directed ground-ward, there was nothing I did not like about the 690 Duke. Its handling is light and stable, and the LC-4 produces power thats 100% usable and easy to control. The Duke also has one of the best brake systems Ive used, and its fuel economically is nearly impossible to beat without going electric. Anyway you ride it, KTMs new 690 Duke is a great scooter! Danny Coe

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MOTORCYCLE CONSUMER NEWS

KTM 690 Duke

SPECIFICATIONS AND PERFORMANCE DATA
ENGINE Type: ..................Liquid-cooled single Valvetrain:DOHC, 4 valves per cylinder, shim under follower valve adjustment Displacement: ........................653.7cc Bore/stroke: ..............102.0 x 80.0mm Comp. ratio: ............................11.8:1 Fueling: ....Keihin engine management w/3-way catalytic convertor Exhaust:..................................2 into 1 DRIVE TRAIN Transmission: ......................6-speed Final drive: ................................chain RPM @ 65 mph/rev-limiter 4326*/8300 *actual, not indicated DIMENSIONS Wheelbase: ................................58.0" Rake/trail ..........................26.5/4.53" Ground clearance: ......................5.75" Seat height :................................34.0" GVWR: ..................................771 lbs. Wet weight: ......................354.0 lbs. Carrying capacity: ..............417.0 lbs. SUSPENSION Front: ......41mm WP male-slider fork, rebound, compression & preloadadjustable, 5.51" travel Rear: ....WP monoshock w/Pro-Lever linkage, rebound, preload & hi- /lowspeed compression damping, 5.51" travel BRAKES Front: .... Single 320mm floating disc, Brembo radial-mount, 4-piston caliper Rear:......................240mm fixed disc, single-piston Brembo floating caliper TIRES & WHEELS Front:....120/70R17 Dunlop Sportmax GPR-D10F M/C 58H on 3.50" x 17" wheel Rear: ....160/60R17 Dunlop Sportmax GPR-D10R M/C 69H on 5.00" x 17" wheel ELECTRICS Battery:............................12 V, 8.6 Ah Ignition: Digital with 3 engine modes. Alternator Output: .................... 224W Headlight: ..............................60/60W FUEL Tank capacity: ......................3.57 gal. Fuel grade: .......................... Premium High/low/avg.mpg: LA53.4/43.9/49.7

PERFORMANCE* Measured top speed ......116.9 mph 1/4 mile: ....................12.35 sec. ..........................@ 101.96 mph 060 mph ....................3.92 sec. 0100 mph ..........................n/a 600 mph ......................128.9 Power to Weight Ratio ........1:5.93 Speed @ 65 mph indicated......63.1 MC RATING SYSTEM
EXCELLENT VERY GOOD GOOD FAIR POOR

ERGONOMICS TEMPLATE

A B C

60.0" 46.25" 30.0"

14.0"

46.5"

HI

21.1"

37.0"

D E

56.25"

Horizontal (nose to) A: Passenger seat (middle). B: Rider seat (middle). C: Handgrip (center). D: Passenger footpeg (center). E: Rider footpeg (center). Vertical (ground to) F: Handlebar (center). G: Rider footpeg (top). H: Rider seat (lowest point). I : Passenger peg (top). J: Passenger seat (middle).

Middleweight Supermoto Engine Transmission Suspension Brakes Handling Ergonomics Riding Impression Instruments/Controls Attention to Detail Value OVERALL RATING

44.6"

MISCELLANEOUS Instruments:..Analog tach, LCD digital speedo, odometer, 2 tripmeters, clock, temp gauge Indicators: ........ Hi-beam, t/s, neutral, low fuel, EFI warning, oil pressure, battery charge MSRP: ............................................$10,598 Routine service interval ........3000 mi. Valve adj. interval: ................6000 mi. Warranty: ..........1 years/unlimited mi. Colors: ..............Orange/Black, all Black, White/Black Low end Mid-range Top end

34.0"

DYNAMOMETER DATA 59.71 hp

SAE CORRECTED REAR-WHEEL HORSEPOWER

SAE CORRECTED REAR-WHEEL TORQUE, LB. FT.

45.96 lb.-ft.

The Dukes LC-4 is not tuned for off-road slogging; it likes higher rpm, with max torque at 5450 and peak hp at 7700 rpm. We were pleased with the injections behavior and multiple driving modes, but not the motors highrpm vibration.

RPM, THOUSANDS

TEST NOTES PICKS Light, flickable yet stable handling makes the Duke special Awesome brake feel from top-quality components WP suspension has the adjustment range to be excellent PANS Needs better wind protection for freeway distances Counterbalancer clatter is noticeable over quiet exhaust Thumper vibration is still substantial at high rpm

STANDARD MAINTENANCE Item Time Parts Labor Oil & Filter ................0.5 ..........$62.92 ..........$40.00 Air Filter....................0.3 ..........$15.94 ..........$24.00 Valve Adjust..............1.5 ..........$30.39 ........$120.00 Battery Access ..........0.5 ............MF ..............$40.00 Final Drive ................1.0 ................................$80.00 R/R Rear Whl. ..........0.5 ................................$40.00 Change Plugs ..........0.25 ..........$20.15 ..........$20.00 Synch EFI .................1.0 ................................$80.00 Totals 5.55
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$129.40
OCTOBER 2010

$444.00 23

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