Ktm 990 Supermoto 2012
KTM 990 SUPERMOTO BY CHRIS MOSS
PICTURES BY MIKE WESTON
I have to confess, I was really looking forward to riding KTM's new 990 Supermoto. The Austrian firm is on a bit of a roll at the moment and just about every bike it makes impresses me. The 950 Supermoto though, is my favourite of the bunch. There isn't much I can knock it for, and each time I ride it I'm really swayed by just how brilliantly it performs and how much it entertains me. The only thing I've ever wanted a little more of is power. And now with the arrival of the bigger-engined, 990cc version of the bike, there's a good chance of that slight gap being filled. Hence the excitement at having a go on it.
KTM has focused more on the fact the now fuel-injected bike runs cleaner to beat ever-tightening emissions rulings. But though I'm all for saving the planet, it was the extra engine capacity and claimed increase in power of 17bhp that interested me most of all. It took me just a few minutes to feel the difference between the two bikes. The extra horsepower gives the 990 a more responsive and spirited drive throughout the rev range. Performance fans will enjoy the extra speed that it generates, and those who like an easier life will appreciate the additional flexibility the big V-twin now has.
It's the same motor as the one fitted to the Super Duke naked roadster, and Adventure trail-bike with an engine tune and power output that sits mid-way between the pair. Typical of a V-twin engine, there's plenty of punch to produce instant drive without having to rev it hard. This is so much more relaxing than having to drop gears every time you want to accelerate, and makes riding on unknown and unpredictable roads that bit easier. The business of overtaking is similarly improved with reduced effort required to raise speed quickly enough to execute the procedure. I don't know about you, but when I can seize the chance to get past traffic swiftly and safely, without having to go through what feels like a lengthy and inconvenient process of gear changing, I'm a lot happier and less stressed. And that's the sort of straightforward ride the new 990SM gives you.
There are of course some good reasons to feed the 999cc (where they got the 990 model name from I don't know) engine with more fuel to rev it higher. The extra power it now has makes this bike thrilling to ride harder; it was only just 'very impressive' when you got keener with the 950SM's throttle. With a truly attractive and meaty exhaust note to accompany the extra effort from the power plant, the 990SM is a very satisfying machine to ride in a sporting manner. And even at speed, it's exceptionally manageable.
There's very good reason for this – the KTM's chassis is superb. It's the real reason why I love the 990 so much. Two main issues are responsible for the bike's rideability and control. Firstly the upright riding position, which allows you to dominate it so easily. Allied to the leverage offered by the wide Renthal handlebars, forcing the KTM to change direction would only really be easier on a pushbike. Even if you need to negotiate a tight flick-flack style chicane at speed, the level of effort needed to do it is so little even a child could manage it.
The bike actually weighs a fraction more this year with a claimed additional four kilos. But along with the very slightly steeper head angle (just by half a degree), that extra weight isn't something I ever noticed during my week with the bike.
The other reason behind the brilliance of the bike's handling is the quality of its suspension. KTM hasn't quoted any changes to either the spring rates or damping on the new bike. Whether there are some differences is purely academic anyway, as the set-up works just about perfectly. Given the 990's capability in terms of speed, and versatility to work well in such a wide range of circumstances, the WP forks and shock work superbly. Whatever you're asking them to cope with. They are fully adjustable, but I never once felt the need to alter them from their standard settings.
Giving real poise to the bike, the feel and feedback they deliver is absolutely fantastic. The level of control on offer gives such confidence and certainty in what the KTM is doing that you trust it to do virtually anything you ask of it. Today's superbikes have never been able to corner as well as they do, but in my opinion the KTM990SM is right up there with the best of them. As a road bike, it has few peers as far as handling's concerned. And I'd wager it could post an impressive lap time on a track too.
Braking is another area you can also trust the 990 with implicitly. Like the 950SM, the bike's equipped with excellent Brembo radial calipers, squeezing on a pair of 305mm discs. The set-up offers plenty of strength, progression and predictability, aided no doubt by the quality of the front forks' action. The rear brake feels slightly wooden, but it's good enough at its job not to cause any worry.
It's another example of the sort of top performance that the KTM seems to have in abundance. Though when you look at how well it's been put together, and the host of high-quality parts that it's equipped with, perhaps that shouldn't be a surprise at all. The 990 isn't what you'd call cheap at £9295 but this is a classy bike, with more of a hand-built and premium look about it. And its rarity gives it extra appeal.
There are a few small issues to render it as not quite the perfect bike. The seat height is very tall, and though I managed OK (I've only got a 32" inside-leg), I'd think someone with even less lengthy pins might think the bike a bit ungainly at times. Just getting on it is the biggest challenge. The engine is quite snatchy in the higher gears in town so it's best to smooth things out by dropping down to third or fourth gear. Though when you do that though, you should be wary of the instant kick the fuel-injected motor has when you open its butterflies. Give it time though, and you'll develop enough sensitivity and throttle control for it to be forgotten.
Extra fuel capacity in the new 19litre tank (up by 1.5litres) is welcome, though the KTM will still only cover about 100miles before the fuel light comes on if you thrash it. Calmer use should see that figure rise to around 130miles, with perhaps a total tank range in the region of 150miles before needing to push. You'd probably want to stop at that point anyway though as the lack of fairing can cause a little bit of upper body strain after prolonged speed, and that tall and skinny seat isn't exactly GoldWing-like plush.
None of those issues bothered me so much though. And that's simply because any of their potential inconvenience was massively offset by the rest of the bike's brilliance. Its new and sharper styling make it even more attractive to the eye, and as far as the extra engine performance is concerned, one of my favourite bikes of all time, just got that bit better.
SPECS: 2008 KTM 990SM
ENGINE
Type: 999cc, liquid cooled, 8-valve, dohc, 75-degree V-twin
Maximum power: 115bhp @ 9000rpm
Maximum torque: 71.5ft-lb @ 7000rpm
Transmission: six speed
Final drive: chain
CHASSIS/COMPONENTS
Frame: tubular steel space frame
Suspension:
Front: 48mm inverted telescopic fork, fully adjustable
Rear: cast aluminium swingarm, cantilever monoshock, fully adjustable (including high and low-speed compression damping
Brakes:
Front brake: 305mm discs with four-piston radial calipers
Rear brake: 240mm disc with twin-piston caliper
Tyres:
Front: 120/70-17
Rear: 180/55-17
DIMENSIONS/CAPACITY
Seat height: 875mm
Wheelbase: 1510mm
Dry weight: 191kg
Fuel capacity: 19litres
DETAILS
Price: £9295
Source: https://ciamotorcycleblog.wordpress.com/2012/04/28/one-of-the-most-fun-packed-bikes-ive-ever-ridden-is-ktms-990-supermoto-to-see-what-i-mean-have-a-look-at-the-video/
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