Sam Maclachlan•28 Oct 2016

REVIEW

2016 KTM 690 Duke R review

Name: 2016 KTM 690 Duke R review
Brand: KTM

'Only' a single? Those words don't apply when it comes to KTM's awesome 690 Duke R…

Do not underestimate this bike, just because it's 'only' a single. It's a far cry from the original 620 Duke, the bike that first took KTM from dirt specialist to tarmac shredder. I know, because I owned a Series 1 620 Duke, and a cranky bloody thing it was – the 690 Duke R is so much better!

The crankiness of the original Duke I refer to mainly resided with the engine – left-side kickstart only, big vibrations at any revs, lumpy torque with sharp throttle response. It was my only transport for 18 months and, while it was fun, the compromises in day-to-day living were immense. It was very much the result of a dirt bike company having its first go at a road bike – it was fun, but flawed.

In the years since – the original Duke was released in 1994 – KTM's road game has become strong, and in those 22 years the company has made great strides. I also know KTM claims 75hp from its single-cylinder LC4 engine – astounding power from a 690cc engine.

From the first throttle crack, the 690 Duke R indeed feels close to that power mark. The R version on test here revels in an Akrapovic muffler, translucent air filter cover, fully adjustable WP springs, higher footpegs and seat height (by 30mm over the standard 690) as well as a Brembo M50 monobloc front brake calipers.

That’s some serious hardware for a bike weighing in at a claimed 147.5kg (dry), and the R version is certainly harder-edged than the standard Duke 690. The really clever bit, however, is that there are few compromises in this package.

With the engine spinning above 3000rpm or so, I found myself checking for an extra cylinder, a nitrous bottle, some extra capacity – something to explain this bike's big-bore-spec acceleration. It punches away from a standstill so responsively that it's a match for almost anything on the road.

It feels even easier to get off the line harder than a Super Duke because it is so light and manageable, and with a 'proper' electronics package backing you up (more on that later) and three engine modes to choose from, this is a bike more riders will feel comfortable riding hard.

Two balance shafts mean the bike's minimal vibrations are on par with multi-cylinder machines, and even sitting on the freeway at 120km/h feels effortless and smooth. There's plenty of wind buffeting, of course, but regular freeway stints shouldn't frighten riders off as much as a single-cylinder bike would have in the past.

Freeways are clearly not where this bike does its best work, though.

The R version is firm in the corners, but the WP suspenders handle the bumps with solidity. Lightweight bikes can be a nightmare if they ride too firmly over the bumps, but the 690 Duke R pushes through the damping of its suspension progressively for my 85kg. Lightweight riders will most likely be adjusting the suspension to suit, but for me it was close for road work straight out of the crate.

The engine will get grumpy if you try to pull out of the rev basement below 3000rpm or so, like most singles will. The bike is geared tall, so bottom-end thrusting through traffic isn't the best approach. Sitting in the right revs, though, gives you plenty of power to use up until 9000rpm – a redline the R feels like it could hold all day.

This superb powerplant sets up the 690 Duke R to be a more versatile bike than singles before it, as well as something that is simply fun to use due in no small part to its light weight. Because few other bikes with this acceleration or level of electronics exist – you usually need to buy something bigger to gain access to all the fruit.

That lovely Brembo M50 front brake has too much bite for some riders, but I love the feel you get through the lever. On top of that, the Bosch 9M two-channel ABS is such a magnificent back-up, you feel confident in having a play with just how quickly you can stop the Duke.

KTM makes a big song and dance concerning the cornering ABS, and rightly so. On a corner-whippet like this bike, an ABS system that works off lean angle to support braking deep into turns makes perfect sense. You can turn it all off, but there's little reason to. Non-intrusive, accurate, and silky smooth in operation – there's plenty to like here.

The traction control is switchable but defaults to 'on' like most bikes these days. I never bothered the TC in normal riding, but it was nice to know it was there. I did gas it on a dirt road to gauge the operation, and it reacts quickly and only mildly abruptly – it's a nice back-up on a bike that gets your blood boiling every time.

Riders accustomed to dirt bikes will feel right at home with its dirt-bike-style ride position (tall 865mm seat height included). For this reason this small bike still suits tall riders. My 10-year-old son – who initially thought I had brought it home for him – can comfortably reach the 'bars and footpegs when sitting on it, but at 178cm I also find it comfortable, as does a 184cm mate. It's a small bike, but the open ride position allows it to fit a variety of riders.

The seat is broader than a dirt bike perch but don't expect long days in the saddle not to bite you in the butt – it's relatively comfortable, but it's no long-distance tourer.

Its fuel range is actually pretty good thanks to a 14lt tank and frugal fuel usage, depending on how excited you are. The messages the dash sends you regarding fuel, however, are confusing. The range read-out fluctuates wildly and didn't match the fuel gauge on our test bike. At one point it was showing me a range of 129km to go, but the fuel gauge was reading near empty. I filled up and the range estimate looked to be more accurate than the fuel gauge, but bank on a solid 250km or so before heading for a servo.

As a commuter, the Duke is a weapon. The Akrapovic muffler has a removable bung if you want to make more noise to help the tin-tops acknowledge your existence, though I left it in. Because it's so narrow, light and punchy, the bike will allow a rider to despatch traffic very quickly, while giving you good vision thanks to the upright ride position and tall seat height.

Once you have made that traffic a memory, however, it's back roads this bike is built for, the tighter the better. Stability is good for a bike of this size, and the excellent response from the brakes and throttle allows a rider to use the WP suspension to devastating effect.

It drops onto its side with a confidence few other singles possess, tracking confidently along your chosen line. The key here is its balance and feel – the bike has oodles of both, so knowing what that front and rear Metzeler Sportec rubber is doing is intuitive. The refined engine helps here; there are no vibrations to disguise or dilute what your hands are telling you from 'bar feel.

The chassis is an excellent blend of stability and nimbleness, though being a single, that's easier to achieve than with bigger bikes. Wide 'bars mean slinging it side to side is a triumph of leverage over physics, and once on its side you can still fine-tune your track for spot-on corner exits.

One of the most fun aspects of riding this bike for me was getting it into a corner. The bike slows so quickly, and steers so directly, it's a joy to dive in deep and then marvel at how smoothly and quickly the engine puts that corner behind you. A slipper clutch makes getting into the turn without fear of compression lock-ups, too, while its sense of balance and feel also sees it track sweetly through long sweepers.

The informative dash is comprehensive, but it's not perfect. There’s a heap of info there – fuel range, battery, riding mode, fuel consumption – but that disappears in the middle daylight hours, thanks to the angle the thing points at the sky. It's too flat with no shroud, so even marking your speed is hard. Shame, because everything else about it is excellent.

While on downsides, our test bike also had some sticker bubbling on the seat cover and tank, though the rest of the build quality is good.

The KTM Duke 690 Duke R is an excellent fun bike. Wonderfully refined, its astounding single-cylinder engine sets the tone for a lightweight weapon of a bike that suits more riders than it may first appear.

It is priced at the upper end for a single at $14,495 (plus on-roads), placing it in the same realm as bikes like the Yamaha XSR900 ($12,990 plus on-roads), but below the more narrow-focussed Husqvarna 701 Supermoto ($15,995 plus on-roads).

That price represents good value though, given its high-end brakes and electronics, its powerful single (one of the most powerful you can buy) and it's near-limitless fun. It's a real surprise package – and totally different from the bike from my youth. If you want light, fun and powerful, this is a bike worth taking for a ride.

SPECS: KTM 690 DUKE R

ENGINE

Type: Liquid-cooled, SOHC, four-valve single-cylinder

Capacity: 690cc

Bore x stroke: 102mm x 84.5mm

Compression ratio: 12.2:1

Fuel system: Electronic fuel injection

PERFORMANCE

Claimed maximum power: 74hp at 7500rpm

Claimed maximum torque: 79Nm at 6550rpm

TRANSMISSION

Type: Six-speed

Clutch: APTC hydraulic slipper clutch

Final drive: Chain

CHASSIS AND RUNNING GEAR

Frame: Chromoly steel trellis

Front suspension: WP inverted 43mm fork

Rear suspension: WP monoshock

Front brakes: Single 320mm disc with four-piston, radial-mount, monobloc Brembo caliper

Rear brake: Single 240mm disc with single-piston Brembo caliper

Tyres: 120/70R17 front; 160/60R17 rear

DIMENSIONS AND CAPACITIES

Claimed dry weight: 147.5kg

Seat height: 865mm

Wheelbase: 1450mm

Fuel capacity: 14 litres

OTHER STUFF

Price: $14,495 (plus on-roads)

Colours: Black/grey/orange

Warranty: Two years/unlimited kilometres

Bike supplied by: KTM Australia, www.ktm.com.au

2016 KTM 690 Duke R review

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