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Sometimes you ride a bike for evaluation purposes that really doesn’t talk to you and the KTM 990 SM T was one such - the first machine in a while that I can honestly say I didn't enjoy testing.
I wanted to like the SM T but it just wasn’t happening.
True, it’s the first KTM I’ve ever ridden, having politely refused more than once offers from Alfie Cox, an old neighbour of mine near Cato Ridge in the KwaZulu-Natal Midlands, to try out one of his personal Austrian-built bikes - the ones made with one thing in mind... yet another victory at the Paris-Dakar.
The SM T is, of course, one of the company’s new road bikes and a very different kettle of fish to the Adventure-type models for which the brand is arguably better-known. I know a lot of KTM fans may well moan and groan about my ramblings but, at the end of the day, I’ve close to 50 years of riding experience on a lot of different bikes - here and abroad!
A V-twin bike is rarely as smooth as an in-line - I was ready for that. But I wasn’t expecting such an off-beat (and off-putting) firing bark of the KTM, leading me initially to believe for the first couple of kilometres I was either riding a “dirty-great” single or a spark plug lead had simply come adrift!
The engine roughness also seemed to filter up through the front forks and into the handlebars, which had me pull over at the nearest garage thinking the front tyre had possibly been mysteriously blown up way too hard causing more vibration.
Suffice it to say the tyre pressures were checked and were fine. The 75-degree V-twin motor had indeed been fitted into the frame back at the factory so I would just have to live with that crazy engine beat that annoyed the hell out of me for the duration of the test - and rather keep the bike up to around 3500rpm (±110km/h in sixth gear) where it was a lot smoother.
My introduction to the marque wasn’t all negative though, largely due to the satisfying feeling of riding a machine that offers such a short wheelbase (always easier to ride and control). The low seat height suited my 5’ 9” frame and the “step” in the one-piece saddle was ideally placed to offer maximum comfort, fore and aft.
Another gripe was surfacing fast: how could a world-class motorcycle brand forget to supply a fuel gauge to a machine of this calibre - it’s simply beyond comprehension. A R120 000 ticket price and no gauge, just a warning light that means you’ve probably got to find a garage inside 80km…
The media officer for the brand (and I hope he reads this account) may well be relieved to find I liked the gearbox very much - one that offered slick changing up and down the ’box with the minimum of fuss. The clutch operation was also excellent in it’s lightness and ease of operation - even in traffic. Yes, bikers do occasionally get stuck as well … until a gap becomes apparent, that is.
A ride with a pal on a quiet morning confirmed my KTM V-twin doubts... his multi-purpose parallel twin Kawa Versys 650cc ran like a sewing machine by comparison. He told me at the coffee stop all he could hear was the 990’s engine beat seemingly firing at every other lamp post as we passed through Simonstown on our test route.
Those riders who travel the roads in the Cape Point area will know it’s not the smoothest of roads but the 990 managed the dips and potholes extremely well with its monoshock rear-suspension setup - no doubt another erstwhile innovation garnered from their many global off-road global successes.
Apart from the excellent gearbox to which I’ve already alluded, the brakes on the bike are first rate: a trio of Brembo’s finest that worked really well and instilled confidence at just about any speed.
Does anyone remember why Ewan McGregor and Charley Boorman decided to switch from KTM to BMW in 2004 just before the making of “Long Way Around”?
Just asking...
Specifications
KTM 990 SM T
Motor: V-twin 999cc
Power: 85kW@9,000 rpm
Torque: 97Nm@7,000 rpm
0-100km/h: 4 sec (Est.)
Top Speed: 230 km/h (Est.)
Tank capacity: 19 litres
Seat height: 855 mm
Kerb weight: 196 kg (dry)
Wheelbase: 1,505 mm
Brakes: (F) 2 x Brembo discs (R) Brembo disc
Final drive: Chain
Price: R119 990 (with soft panniers)
I wanted to like the SM T but it just wasn’t happening.
True, it’s the first KTM I’ve ever ridden, having politely refused more than once offers from Alfie Cox, an old neighbour of mine near Cato Ridge in the KwaZulu-Natal Midlands, to try out one of his personal Austrian-built bikes - the ones made with one thing in mind... yet another victory at the Paris-Dakar.
The SM T is, of course, one of the company’s new road bikes and a very different kettle of fish to the Adventure-type models for which the brand is arguably better-known. I know a lot of KTM fans may well moan and groan about my ramblings but, at the end of the day, I’ve close to 50 years of riding experience on a lot of different bikes - here and abroad!
A V-twin bike is rarely as smooth as an in-line - I was ready for that. But I wasn’t expecting such an off-beat (and off-putting) firing bark of the KTM, leading me initially to believe for the first couple of kilometres I was either riding a “dirty-great” single or a spark plug lead had simply come adrift!
The engine roughness also seemed to filter up through the front forks and into the handlebars, which had me pull over at the nearest garage thinking the front tyre had possibly been mysteriously blown up way too hard causing more vibration.
Suffice it to say the tyre pressures were checked and were fine. The 75-degree V-twin motor had indeed been fitted into the frame back at the factory so I would just have to live with that crazy engine beat that annoyed the hell out of me for the duration of the test - and rather keep the bike up to around 3500rpm (±110km/h in sixth gear) where it was a lot smoother.
My introduction to the marque wasn’t all negative though, largely due to the satisfying feeling of riding a machine that offers such a short wheelbase (always easier to ride and control). The low seat height suited my 5’ 9” frame and the “step” in the one-piece saddle was ideally placed to offer maximum comfort, fore and aft.
Another gripe was surfacing fast: how could a world-class motorcycle brand forget to supply a fuel gauge to a machine of this calibre - it’s simply beyond comprehension. A R120 000 ticket price and no gauge, just a warning light that means you’ve probably got to find a garage inside 80km…
The media officer for the brand (and I hope he reads this account) may well be relieved to find I liked the gearbox very much - one that offered slick changing up and down the ’box with the minimum of fuss. The clutch operation was also excellent in it’s lightness and ease of operation - even in traffic. Yes, bikers do occasionally get stuck as well … until a gap becomes apparent, that is.
A ride with a pal on a quiet morning confirmed my KTM V-twin doubts... his multi-purpose parallel twin Kawa Versys 650cc ran like a sewing machine by comparison. He told me at the coffee stop all he could hear was the 990’s engine beat seemingly firing at every other lamp post as we passed through Simonstown on our test route.
Those riders who travel the roads in the Cape Point area will know it’s not the smoothest of roads but the 990 managed the dips and potholes extremely well with its monoshock rear-suspension setup - no doubt another erstwhile innovation garnered from their many global off-road global successes.
Apart from the excellent gearbox to which I’ve already alluded, the brakes on the bike are first rate: a trio of Brembo’s finest that worked really well and instilled confidence at just about any speed.
Does anyone remember why Ewan McGregor and Charley Boorman decided to switch from KTM to BMW in 2004 just before the making of “Long Way Around”?
Just asking...
Specifications
KTM 990 SM T
Motor: V-twin 999cc
Power: 85kW@9,000 rpm
Torque: 97Nm@7,000 rpm
0-100km/h: 4 sec (Est.)
Top Speed: 230 km/h (Est.)
Tank capacity: 19 litres
Seat height: 855 mm
Kerb weight: 196 kg (dry)
Wheelbase: 1,505 mm
Brakes: (F) 2 x Brembo discs (R) Brembo disc
Final drive: Chain
Price: R119 990 (with soft panniers)