2008 KTM 690 Duke - Mossy Rides

Words/pics by Chris Moss/KTM

First seen in 1994, KTM’s Duke has won the hearts of many over the years with its spirited and manageable performance. It soon gained a reputation as a bit of hooligan’s bike and the latest 2008 model, of what’s arguably the most famous

KTM

ever, is as entertaining and fun to ride as ever.

On paper its sporting credentials don’t sound too impressive, especially when you consider the size and configuration of its engine. But though the 654cc (god knows why it’s called a 690) single cylinder motor hardly sounds as though it could generate even a flicker of excitement with its modest 65bhp output, the reality is quite different.

It revs freely and keenly, and with a broad spread of power and torque its flexibility guarantees sharp response even when rpm and gear choice aren’t ideal. You can, more often than not, use all of what it has, rather than having to dish out things more carefully as you must with some really powerful engines. Of course it can never stun you with any savage speed gains, but it does quite regularly develop pace quickly enough to surprise. And although it’s never an exciting engine, it’s often an effective one.

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But the real secret to the Duke’s potential is its light weight and rideability. Combined with a host of top quality components, that manageability means you’re able to use every last drop of what the KTM has to offer. Like a super-fit athlete, there’s no excess baggage carried by this bike. Claimed to tip the scales at just under 150kilos dry, the Austrian built bike feels as though it weighs even less. Seeming positively toy-like in the way it can be bossed about, it’s easy to feel at one with the Duke and push it hard without worry. And believe me, when you do that, the KTM can be quite impressive. With light steering and top drawer WP suspension offering good support and control of the bike, confidence in its abilities always remains high. Aided by decent brakes (only ‘decent’? – Ed), the KTM can charge along at a much higher rate of knots than you’d think thanks to its high corner speed. It certainly satisfied me with its pace and secure feel along the mountain roads of south east Spain where I rode it. Though it has to be said, the Dunlops the Duke comes fitted with need to be fully warmed to give their absolute best, and even then they’re not quite up to the very high standard of the rest of the bike. If I owned a Duke, I’d change them for something stickier to improve the bike’s grip and speed further still. It’s also important to understand that the Duke needs to be ridden in just the right sort of environment to be appreciated to its full. And the tighter and twistier the route, the better it feels. Big, open and sweeping A-roads are not places to enjoy the KTM fully, even though it can cope with them well enough.

Its engineering design is pretty simple by today’s standards. The single cylinder, four valve motor only has one camshaft, and the steel trellis frame hardly looks like the product of hours of computer-aided design. But that’s the bike’s beauty; it’s no more complex than it needs to be and goes about achieving what it does in a charming and understated way. Purists will really enjoy the no frills nature of the KTM.

Look closer though, and not everything is basic. The motor is impressively torquey and powerful for what it is, and with a computer-controlled electronic power throttle, fuelling is always smooth and precise. Single cylinder motors are renowned for the way they snatch at very low rpm, but the LC4 engine is able to run along at lower rpm without too much of such an ailment. At higher engine speeds the balancer shaft keeps vibration nicely under control. There’s also a three-stage power switch which alters the motor’s mapping. It changes the power and response of the engine and can be set on soft, normal or extreme depending on your needs and preferences. You’ll need to fiddle around a little under the tank to select the different settings though.