Road test of KTM690 DUKE 3 2008 Will you play with me?

years come and go, but they're never the same.
Last year, for my first test (the F 800 ST), I was melting under my suit in February, whereas this year, in March, I'm riding a 690 Duke in blinding snow...

want to come and play with me?

it was all for the best: a machine that promises fun, a 3-day (vacation) weekend and, apart from this snowstorm, nothing, on the face of it, could spoil this test ride ...
Killing two birds with one stone (the Lazer and KTM buildings in Nivelles being next door), I take the opportunity to remove my new Lazer D1 "Angel", which I'll present to you as soon as my photographer has thawed out ...
Nestled between a few Super Dukes and other 990 SMs, the Duke 3 already stands out thanks to its fork head with a particularly Manga design.
Subtly, I approach it, and the impression of lightness is confirmed when I unhook it. Less than 150 kg for a bike with almost 65 hp/din, wow... this power means a very attractive power-to-weight ratio: 2.28, the same as the Ducati Monster 695.

the dashboard, common to the road range, doesn't call for any particular comment: it's clear and clean ...
I start the engine and let it warm up, while Raph explains how the three engine maps work, adjustable by a switch between the engine and the fuel tank.
There's a choice: a normal level for maximum power and torque,
a "circuit" level for sharper handling and higher revs, and finally a "rain or beginner" map to reduce power to 30% of its rated value.

with the engine warmed up, I mount the beast.
Devil! The seat is rather high (865mm) and the WP suspension doesn't sag much.
The firm saddle and short-travel suspension (140mm) lead me to believe that I'm in for a treat throughout the test.
Well, I can drop the suspension straight away, as this firmness does absolutely no harm to the bike's handling.
So it's better to have a firm, quality suspension than a soft, ill-adjusted one!
The levers in my hands reinforce the idea that KTM has not skimped on quality for this 3rd generation.
The clutch is crisp and supple, and the hydraulic control of the single 320 mm disc with radial caliper fitted to the superb front rim is precise.

off we go!

the ultra-precise, short-stroke gearbox allows you to shift gears on the fly. And, as on the 690 SM line, the anti-dribbling clutch lets you drop 2 gears to launch the Duke into spectacular drifts (I was the first to scream under my helmet!)
The "forward" riding position gives the impression of riding a Supermotard.
The monobar handlebars, with their unusual design, a bit like a cow's horn, force you to keep your hands in an open position.
The engine, very discreet at idle, graces you with pleasant revs, punctuated by the 6-speed gearbox.
A very short gearbox, which means you're always in the right rev range, and can reach a top speed of over 200 km/h.
The success of this bike may well lie in this trinomial.

let me explain:

1. Most SM singles are either too heavy and not very powerful(XTX, DR 400 and other FMX bikes), or too extreme and uncomfortable(Husqvarna SM 610 or its little sister 690 SMC)

2. The new line of large, twin-cylinder SMs(Hypermotard, Supermotard, etc.) are ultra-powerful, but quickly become cramped in town or on small, winding roads.

3. And four-legged roadsters? A 600 cc four-cylinder likes to express itself at high revs, and once again, when you're at high revs, the speeds reached are already more than prohibitive!

can this Duke really be an everyday companion?

yes, apart from the tire budget, the Duke can be your daily driver without any problems.
But (and I imagine that KTM's designers didn't work particularly hard on this point) you'll have to avoid night rides. In fact, the dipped headlight illuminates the road from easily, er, 2.50 meters away...
Don't forget to waterproof the back of your jacket and your backpack. When I arrived home after 15 km on a wet road, I wondered if someone had followed me with a hose to spray my back. And what's more, I was riding with the "colossal" Austrian number plate that served as a bib...
In its defense, and as you already had the opportunity to understand at the start of this test, the whole of this week and the 500 km or so covered (yes, I know, it's not much), were at best in the rain and at worst in the snow!
It's frustrating to have a toy like this for 7 days, and not be able to use it even once!

who is it for?

flawless?

well, yes, unfortunately.
Of course, the on-board equipment goes a long way to explaining its major drawback - its price! But even so, at almost 9,000 Euros, that's still 1,500 Euros more than a Street Triple...

But then, when you love it, you don't count!

A+

Oli the Belgian

first and foremost, I'd like to congratulate KTM on the effort they put into organizing these test days.

nothing was missing to put us in the brand's very orange mood.

before we climbed on the bike, we were delighted to see the quality of finish on this beautiful machine, given its low displacement. The only criticism is that the plastics used on the bike are too "cheap".
Once in the saddle, I was disappointed! KTM has not completely transformed itself. In fact, the rear end is lower than on the rest of the range (even if the seat height remains consequential for smaller riders), the legs are more bent than usual with the repositioning of the flats, and the rider's legs are more comfortable.but our hands are raised by the very straight handlebars, positioned on the upper tee of a trail bike. It's a rather disconcerting position, especially when you're familiar with the 690 Supermoto, where everything falls naturally to hand. Frankly, I'd have liked the Austrian brand to have given us lower handlebars (like on the 990) and a more forward-leaning position, to make us feel more at home. In other words, it's too much of a street bike, too much of a racer. However, there's one good thing about this large handlebar: it gives you plenty of leverage to turn the bike effortlessly in a series of twists and turns.

engine: the single engine wakes up without too much vibration, and the gearbox is beyond criticism. From 1,000 to 4,000 rpm, the engine snorts and runs smoothly. After 4,000 rpm, there's a burst of character, but it's not violent; beyond 7,000 rpm, there's no point in pulling any further - it's better to shift up a gear in order to recover the torque.

in short, a mono that pushes everywhere but lacks character, linear enough in its demonstration to be effective in all circumstances. I much prefer the 690 SMC's more "characterful" and "sharp" setting.

the new chassis adopted since last year by the 690 range is simply extraordinary in its efficiency! aided by the top-quality White Power suspension. It never falls apart, handles instinctively and is very forgiving. He can certainly take a lot more than 65 mono ponies, even when they're furious. You attack, you attack, but it's important to brake at some point.

here, once again, the efficiency and feel of the Brembo top hardware (radial clamp + large front disc) (radial clamp + large front disc) slow down this frail beast (150 kg dry weight), while the rear brake does its job very well.

all in all, a very good machine that's easy on the fingers, but pays a high price for its originality! In the end, it's the only handicap it has to impose itself in the Z750 / 696 Monster / Hornet etc. category

as for me, for the same price, I'd prefer a real Supermot' like the 690 SMC.

V2B

Pilot credits:
Sliderman
Photo credits:
Fred Arijs