KTM 990 Supermoto SM T
The new KTM 990 SM T marks an important step for the company...
because it has at last built a bike that isn't designed only for
nutters. Spokesman Tomas Knuffelt puts it a little more
diplomatically, though. "Our products have an aura that's
all about winning and speed," he says. "That always
puts pressure on KTM riders to go fast, but the SM T is a first
for us. It's not intimidating in the same way as other KTMs and
you don't have to go fast on it."
The SM T, then, is reaching out to a broader spectrum than the
adrenalin-junkie KTM devotees, so what is it exactly? It's based
on the wildest, most impractical of all road bike concepts, the
supermoto - originally competition motocross bikes with road
wheels and brakes, which is hardly an obvious starting point for
a benign all-rounder.
Specifically, the SM T is closely derived from KTM's own 990 SM,
itself an extension of the supermoto theme with more
road-friendly manners and a big capacity V-twin engine rather
than a hot competition single. The SM T power unit is identical
to the SM's, which means you get a 75-degree vee, liquid cooling
and 113bhp at 9,000rpm, which sounds healthy but is nowhere near
what one-litre superbikes put out these days.
The suspension does not have the same long-travel set-up as the
SM, although there's still more wheel movement than average (six
inches plus at the front, almost eight at the rear). It has been
finely tuned, though, to suit road riding and cope with the
massive potential of the state-of-the-art, radially mounted
Brembo Monobloc calipers.
Road riders' needs are also addressed by the small nose fairing
and a very plush seat with good passenger accommodation. You even
get attachment points for KTM's own luggage system, a pair of
small panniers and a clip-on bag for the rear luggage rack. Just
as importantly, the fuel tank is a useful 4.2 gallons – the
T in the bike's name stands for travel rather than touring, but
the craving for distance is still clear.
Swing a leg over the bike and first impressions convey snugness.
The seat is exceptionally comfortable while the riding position
is quite compact, certainly for taller riders, although shorter
folk on the Portuguese press launch were pleased that reaching
the ground was so easy. It's not cramped at all and suits a wide
range of builds.
Start the engine and it responds with its pleasing, distinctive
bark. But that's just the beginning... this is one glorious power
unit, crisp, eager and responsive with massive mid-range torque
– keep the rev counter pointing in the 4,000-7,000rpm
region and you have as much urgent, thrilling thrust as you'll
ever need. The bike sounds great when accelerating and vibrates
sufficiently to communicate but not so much that it becomes
annoying.
The fabulous engine is paired with an equally seductive chassis:
the balance and steering are absolutely sublime, from utterly
secure, feet-up U-turns to hairpin bends and sweeping corners,
where the bike goes exactly where it's pointed, willingly,
accurately and at the merest touch of the bars. The geometry is
unaltered from the SM's but stability is improved because the SM
T pitches less due to its reduced wheel travel.
But that's only part of the story: the suspension itself is
supreme, one of the very best I've tried on any road bike. It
soaks up the most dreadful surfaces (and I tried a few) with
utter disdain, keeping rubber on road in the most improbable
conditions and at high speeds, too.
Pitch the bike hard side to side and you will not faze the forks
or rear shock absorber (both sourced from KTM-owned Dutch
manufacturer WP), yet the ride quality is as plush as you'll get.
At first it feels too soft, but that's only because your own
conditioning tells you it's going to wallow and bounce. Yet it
doesn't. The bike glides over bumps, floats across potholes and
remains a paragon of control even when you switch to full
supermoto mode.
There's still a fair amount of dive when those amazing Brembos
are used hard, but not to the point of instability you might get
on the SM. The bike also turns well with the brakes on, a detail
that might have suffered, and surprisingly little of the original
SM's athletic agility has been lost. With that motor so
beautifully matched, few bikes of any type could equal the pace
of an SM T up a twisty mountain road - but that's not really the
objective. The point-to-point speed comes with a level of fun and
riding satisfaction that other bikes will struggle to beat.
This does not detract from its everyday usability. The fairing
dilutes the windblast and, because it's small, the turbulence
from the top edge tends to hit you in the chest rather than head,
which makes life easier. The seat remains comfortable after hours
aboard, so you can easily cruise at motorway speeds for serious
distances. Your passenger will be happy enough, too, because it's
much the same story on the back.
Fuel range of just 110 miles before the reserve tank was
required, but this was in exceptionally hard use with some
flat-out stuff (top speed is about 135mph). I'd expect 130 miles
or more in the real world before the low-level warning flashes (a
gauge would be better on a bike at this price). The luggage hold
will take a few bits and bobs.
Really, though, this is a perfectly viable all-rounder that you'd
do well to choose for its comfort, torque and fine handling. But
it's also imbued with a wild, thrilling spirit and raunchy,
sporting character that makes it one of the most exciting
motorcycles you can buy.
TECH SPEC
Price/availability: £9,595 on the road. On sale March.
Contact:
Engine/transmission: 999cc, V-twin four-stroke with eight valves;
113bhp at 9,000rpm, 72lb ft of torque at 7,000rpm. Six-speed
gearbox, chain final drive.
Performance: top speed 135mph (estimated), average fuel
consumption 40mpg (estimated).
