KTM 950 Supermoto R
KTM Supermoto 950 | |
Manufacturer | |
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Also called | 950 Supermoto Orange, 950 Supermoto Black, 950 Supermoto, 950 Supermoto R |
Production | 2007 - 08 |
Engine | Four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder |
Compression ratio | 11.5;1 |
Top Speed | 137 mph |
Ignition | Denso battery ignition |
Spark Plug | NGK, NGK CR 8 EK |
Transmission | 6 Speed |
Frame | Tubular cromoly spaced frame. powered coated |
Suspension | Front: 48mm WP Upside down adjustable Rear: WP shock, fully adjustable |
Brakes | Front: 2x 305mm discs 4 piston calipers Rear: Single 240mm disc 1 piston caliper |
Front Tire | 120/70 -ZR17 |
Rear Tire | 180/55 -ZR17 |
Wheelbase | 1505 mm / 59.3 in |
Seat Height | 875 mm / 34.45 in |
Weight | 191 kg / 421 lbs (dry), |
Fuel Capacity | 15 Liters / 3.9 gal |
Manuals | Service Manual |
It could reach a top speed of 137 mph.
Engine[edit | edit source]
The engine was a Liquid cooling cooled Four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder. The engine featured a 11.5;1 compression ratio.
Chassis[edit | edit source]
It came with a 120/70 -ZR17 front tire and a 180/55 -ZR17 rear tire. Stopping was achieved via 2x 305mm discs 4 piston calipers in the front and a Single 240mm disc 1 piston caliper in the rear. The front suspension was a 48mm WP Upside down adjustable while the rear was equipped with a WP shock, fully adjustable. The 950 Supermoto R was fitted with a 15 Liters / 3.9 gal fuel tank. The bike weighed just 191 kg / 421 lbs. The wheelbase was 1505 mm / 59.3 in long.
Photos[edit | edit source]
Overview[edit | edit source]
KTM 950 Supermoto R
Review Everyone keeps asking about the seat. I say its designed for just what is intended: a nice, 40-mile ride, the last 27 of which is spent in a high-speed chase Hold on, phones ringing. Uh-huh. No. Of course I dont. Its not like were a bunch of stupid apes, ya know. Look, its called literary license. Yes, okay, I understand and, yes, I like my paycheck. Sure, you too That was Legal. They want it to be clear that what I was saying is that this was a high-speed and chase naturally held on a closed course and that only the highest, most trained riders were used during the chase, and that in no way were the police involved. Or was that most highly trained? First off, this is proof that they are monitoring my computer and second, that they might even be reading my very thoughts. From now on, I am going to wrap my head in aluminum foil before riding the 950 Supermoto. But there isnt enough tinfoil in the universe to shield the mental energy this bike provokes. Take Associate Editor Mark Cernicky, whos worn his share of aluminum hats and is often speechless. The guttural noises and mad hand gestures were off the charts this time, underlining more than ever his Sir Twitchy nickname. Its because the 950 SM grips you, like Cernickys fist clutched the key as I tried to take it from him.
Point of balance: Stoppie stopping is easy with strong Brembo front brakes and sticky Pirelli Scorpion Sync tires. He was distracted when I said there was a truck outside unloading free 160mm slicks for his CRF450R supermoto racer. His vise-like claw relaxed only for an instant, but the key was mine. Guessing by its name, Im going to go out on a limb and say this bike was inspired by converted dirtbikes like Cernickys . KTM, of course, based its big-Twin street machine on an orange version. But as Pierre Terblanche points out in the Hypermotard story elsewhere in this issue, converted motocross bikes with 17-inch wheels dont really make good streetbikes. What does make a good streetbike is using the ethic behind supermoto racebikes, much as Buell did in coming up with the new Ulysses: light weight, minimal bodywork, grippy tires and an in-command riding position. These qualities should be at the heart of any streetbike. Call it a 950 Supermoto if you must, KTM, but ditch the high fender and mount a normal one, reshape the fuel tank to look less like MX radiator shrouds and this orange bike starts to look a lot like a sport-standard. Especially because at 428 pounds dry, it aint no supermoto racer. Light for a current-day Open-class streeter, yes, but not something you should be hucking into the air over jumps (unless you are very highly trained). So what we have here is a dedicated streetbike that draws its inspiration and key design features from the companys dirtbike experience. You get, therefore, about 8 inches of travel front and rear from the WP suspension. The factory tested the suspension on European supermoto courses, said Tom Moen, Media Relations Manager for KTM. The tracks there are a lot more high-speed and flowing, as well as having more pavement than ones in the U.S. Chassis has shorter wheelbase and swingarm than 950 Adventure. Damping is definitely definitive, in the sense that settings are sporty, but without being harsh. And adjustability is wide. Cernicky is not subtle about asking a motorcycle to do things, and he had tightened up front and rear to suit his swift-kick, take-no-prisoners style. Canet, meanwhile, likes to slide as much as anybody but also appreciates a nice, comfy ride on a streetbike, which he got on his test loop by backing out the rebound a few clicks. Compression damping at the rear even provides for high- and low-speed adjustments. You can definitely suit your style here. Chassis feel is awesome, with the bike channeling the Spirit of Traction right through your palms and ass. I know that sounds uncomfortable, but its not, and its way better than aluminum foil under your Shoei. Trust me. Never mind edge-of-traction antics, the sheer nimbleness of this bike is fantastic, and even a little bit hard to explain. I mean, it isnt hard to explain that it is nimble, but why it is so belies the major design features. The geometry of the chrome-moly steel tube frame is, for example, actually fairly conservative for these aggressive times: Rake is 25.4 degrees, trail 4.3 inches. The wheelbase spans 59.5 inches, which is long, but about 2.2 inches shorter than the dual-sport Adventures. The fork is not leading-axle but rather places the axle in line with the legs, and the swingarm is 0.8-inch shorter. At the same time, the only twitch we could find in the chassis was when we put Cernicky aboard. Otherwise, the 950 Supermoto was rock-solid.
I was really impressed with how stable the bike was on the freeway, said
Canet. A lot of
have that wide-bar wiggle, where it almost
feels like the wind makes you put unwanted input into the handlebars.
Simple dash has digital speedo and no tach.Further, cruising
along at 80 mph neither overtaxes the engine nor the riders arms. For the
latter, thank the front numberplate which is big enough and high enough to
meaningfully deflect windblast. This is a comfortable streetbike. Provided you
are tall enough, anyway. Seat height is 34.4 inches, which is on the high side.
(Did I say high-side, or just think it?) Even the reach to the footpegs
is quite roomy. Taller riders found the bike very comfortable, and Canet, at
5-foot-10, found it to fit his inseam perfectly.
Just like the name KTM is pointy and angular, so is the styling of the 950
SM. The bike is made up of visual consonants, starts and stops, sharply defined
shapes that are all in stark contrast to the fluid motions of the machine on the
road, the gliding arcs of smooth, brake-slide hackers, of front and rear wheels
lifting skyward with confident ease. The front wheel for most riders comes up in
the natural course of aggressive take-offs. For Cernicky, the rear comes up as a
natural course of trying not to squish the photographers head during photo
shoots. (Legal says to tell you it was closed-course, highly trained riders,
blah, blah
)
LC8 942cc dry-sump V-Twin carries over from Adventure unchanged, but new
routing for the catalyst-equipped exhaust improves midrange torque.
We have been a fan of this 75-degree, counterbalanced V-Twin since first getting
it in the Adventure 950. Although this is precisely the same LC8 engine as in
the big trailie, torque and power are said to be nominally improved by a
different airbox and exhaust system. On the dyno, the SMs 100 x 60mm bores
smoothly spun the drum to the tune of 92 horsepower and 60 foot-pounds of
torque, which is actually slightly less than a previous Adventure testbike. But
our SM only had about 700 miles before dyno testing, and weve seen 10 percent
increases on some bikes after thorough break-in. The torque curve is nonetheless
sweet indeed, and it fills a small dip in the midrange found on the Adventure.
The smooth power also aids in connection between what the riders right wrist is
doing to the contact patch. There is no tach, but the engine revs to 9500, with
peak power coming about 1000 rpm before this. The rev-limiter acts by retarding
spark, which is a softer, gentler way of controlling maximum engine speed than
cutting spark intermittently as on some systems. The 34mm carburetors work well,
but fuel-injection has us spoiled. Choke is necessary for cold starting on the
950, and it really is best to let the engine warm up a minute before taking off;
otherwise, it is pretty easy to stall. Also, the starter clutch was screeching
on us occasionally. Once up to temp, though, the party is on.
This motor is really torquey right off idle, said Canet. Its odd because
it really feels like it has a lot of bottom end, but once you get a chance to
open it up and really rev, it is surprising how good the power is up top. On the
gas, it just power-wheelies in second gear.
The SM has the same six-speed gearbox and ratios as the Adventure, but the
off-roaders 42-tooth rear sprocket and 18-inch rear wheel are replaced with a
41-toother and 17-incher. Both use a 17-tooth countershaft sprocket.
Aluminum oil tank is mounted low in front of the engine and now provides
a sight tube for easy level checks.As befits a bike like this, the
brakes are radial everything, and all of the components are made by Brembo.
Front discs measure 305mm in diameter, and the stout caliper mounts no doubt
contribute to front end rigidity, along with the large-diameter, hollow front
axle. Each of the four caliper pistons has its own pad, and braking response
from all this fancy hardware is impressive. Almost too impressive. You get used
to the sensitivity at the lever, and because the fork damping offers excellent
control, there are no dive issues. Still, the effort required for hard braking
is light enough to be counter-intuitive. Perhaps it is time for a recalibration
of our brains (foil protection and all), but the lever requires too light a
touch. Also, the reach adjustment was about right at the minimum setting, while
anything farther was basically useless for even wearers of XXL gloves.
At $12,998, the SM is $3000 more than a Triumph Speed Triple but essentially
in line with the
Multistrada, both potential competitors. The KTM
feels as though it would outclass both those bikes in real cut-and-thrust
riding, without giving up too much in terms of comfort. It really is sort of a
super-supermoto, bringing an agility, suspension quality and sense of fun that
is almost criminally intoxicating
Oops. Legal just called again. We cant say any more. Obviously, thicker
aluminum foil is needed. Yeah, about seat comfort? Go on as many high-speed
chases as you like (on a closed course), the seat is just fine.
Source
Make Model | KTM 950 Supermoto R |
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Year | 2007 - 08 |
Engine Type | Four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder |
Displacement | 942 cc / 57.4 cu-in |
Bore X Stroke | 100 x 60 mm |
Cooling System | Liquid cooling |
Compression | 11.5;1 |
Lubrication | Pressure lubrication with 2 Eaton pumps |
Engine Oil | Synthetic, 15w-50 |
Induction | 2X 43mm Keihin constant pressure |
Spark Plug | NGK, NGK CR 8 EK |
Ignition | Denso battery ignition |
Starting | Electric |
Max Power | 98 hp / 72 kW @ 8500 rpm |
Max Torque | 95 Nm / 70.1 lb-ft @ 6500 rpm |
Transmission | 6 Speed |
Final Drive | Chain |
Frame | Tubular cromoly spaced frame. powered coated |
Front Suspension | 48mm WP Upside down adjustable |
Front Wheel Travel | 200 mm / 7.8 in |
Rear Suspension | WP shock, fully adjustable |
Rear Wheel Travel | 210 mm / 8.2 in |
Front Brakes | 2x 305mm discs 4 piston calipers |
Rear Brakes | Single 240mm disc 1 piston caliper |
Front Tire | 120/70 -ZR17 |
Rear Tire | 180/55 -ZR17 |
Rake | 24.4° |
Trail | 109 mm / 4.3 in |
Wheelbase | 1505 mm / 59.3 in |
Seat Height | 875 mm / 34.45 in |
Ground Clearance | 195 mm / 7.7 in |
Dry Weight | 191 kg / 421 lbs |
Fuel Capacity | 15 Liters / 3.9 gal |
Standing ¼ Mile | 11.4 sec / 116.5 mph |
Top Speed | 137 mph |