Motards In the Cards
MOTARDS IN THE CARDS
CW COMPARISON
backin' it into the future
DON CANET
THE TIMES, THEY ARE A CHANGIN'. NEED PROOF? LOOK NO FARTHER THAN THE DATE printed at the bottom of this page. Better yet, check out the band of pavement-pounding Thumpers we've assembled here for comparison.
Back in the 20th century–say, a year or so ago–if you were looking to purchase a ready-built Supermotard-style bike, your options were limited to the KTM Duke or MZ Mastiff. American motard buffs now have greater freedom of choice when shopping for a sport-radial-shod, tarmac-tailored dirtbike.
While keen-eyed observers of European moto-trends may be familiar with this Supermotard surge, the irony remains that it all started decades ago right here in the States. Whether you call it Supermotard, Supermoto or SuperTT, the genre’s origin can be traced to the Carlsbad, California, “Superbikers” competition of ABC’s “Wide World of Sports” fame. Hey, sometimes good things do come when life emulates television...
Okay, enough nostalgia. With a half-dozen manufacturers slated to offer motards for sale in the USA in Y2K, it seems we have a growing New Age niche here. In celebration, we’ve assembled a cross-section of readily available-or soon to be-production-based motards. We’ve omitted the KTM Duke II and MZ Mastiff (soon to be called the Panther), both of which CW has tested previously. We also were unable to get our hands on the Husqvama 610 SM, which wasn’t due to arrive until long after our deadline.
ATK 600 MTES
$7895
Of the five bikes gathered, only the KTM 640 LC4 and British-built CCM 604E are currently street-legal. The Italian-built VOR 503 is merely a set of turnsignals and mirrors shy of sneaking past the DMV in certain liberal states. While Husaberg has no plans to import its motard model in quantity, an inside source let it be known that the bike could be special-ordered on an individual basis. Jumping your ’Berg through the same DMV hoops as the VOR may earn the coveted license plate.
Utah-based ATK is the most recent manufacturer to board the SuperTT bandwagon, wdth bikes expected to be in dealerships by spring. ATK’s new' 600 MTES model is essentially a 605ES Cross Country machine fitted with 17inch wheels and a larger front brake rotor-that’s how little it really requires to get into the game. Although the bike is sold “for competition use only,’’ its electric starter and lighting coil will likely prompt more than a few owners into doing their own homespun street conversions.
Unlike the street-focused Duke and Mastiff, the bikes in this group are more closely related to the ones that dominate the West Coast’s SuperTT racing scene. Standing tall and proud with more than 11 inches of suspension travel, each of these bikes is a derivative of an off-road model that originally rolled on a 21-inch front wheel. 18or 19-inch rear wheel and knobby tires. The logic in retaining longstroke suspension becomes evident should you decide to tackle the bumps and jumps of a SuperTT course or venture off-road on a dual-sport ride. And if you live to wheelie, the enhanced fore/aft weight transfer of a full-travel setup simply can'tiè z\~1 of~bikes use s~1Ier-diameter wheels ãiid lQw-piofilc stree ,radials, drops seat height foi r~r confidence a~ii4 controlo~ the r~ And, of conFse, abundant ground~c1earance and high lev~~ els of tire grip make fbr absurd lean angles in co'~iers.
CCM 604E SM
$8195
Hey, it's no secret~.that~t~se bike'~so1e purpose is seek out fun and frolic. Fmni~ofting hee1ies in nearly any gear to breaking the r~ar tire 1loose e~iterirg and exit ing corners, they are built for ex~eme play. And as the saying goes, why play alone?
fl~ining us fora day of testing at Mesa Mann Raceway were `Superbikers" legends Kent Howerton and Dave Aldana. Now residing in San Antonio. Texas, 45-year-old Howerton is a former factory motocross racer with a pair of Superbikers" victories to his credit. And although Aldana, now 49, never won the Carlsbad event, his xpe rience in rc~4race, dirt-tracI~ and TTs while riding~for various factorjes~ransIates well to the di'ers~nature of these bikes. Also n hand wer~ current Supefj,T serie front-runners Mark Cernicky, A.J. Hererra and R Pearce, plus yours truly. ________
Mesa Marin is paved Tiäl ile hig~~anked stock~ar S~ oval located on the omskirtsf Bakei~field, California. which has hosted several SuperTT events during the past year. The course layout not only utilizes the oval, but the paved pit lane and a portion of the paddock as well. There is also a short off-road section with a jurnp~;
Disaster dealt a swift b)ow early in the iist day of test ing when the Husaberg's front rim ripped free of its spokes during a routine landing off the jump. The bike endoed hard, sending Cernicky over the bars into the turf. Post-crash inspection revealed that the wheel had been laced with spokes that were too short to thread fully into the nipples. The wheel was a pre-production example, and Husaberg has since brought the problem to the attention of its wheel vendor.
Husaberg FS600E SM
$8798
Hard landings didn't sit well with the CCM either, its soft rear suspension allowing the frame rails to impact the ground all too frequently. Surprisingly, the KTM, despite being the heaviest bike of the lot, soaked up landings with greater ease. The featherweight VOR leapt like a gazelle, with the ATK managin~the jump almost as well.
As thë~ñders put laps on ea~hbTk~, nits~a~idpi~ks were logged. At 503cc, the VOR's liquid-cooled engine is smallest here, but scored high marks for its quick-revving, buttery-smooth power delivery and ultra-precise five-speed gearbox. Its hydraulically actuated clutch drew praise for a light, smooth feel. The Italian machine's chassis alsofJ~wfl~n favor for its light, nimble and stable handling ch&acterI~tics, with excellent feedback from the Michelin Hi-Sport radials.
At the other end of the spectrum came the~CCM, dE~Wing complaints for an overly stiff clutch pull and sloppy shift action. The latter gripe was traced to the position of the shift lever, which rests too high above the peg so that ankle move ment alone isn't enough to provide positive gear changes. Coarse splines on the shift shaft meant that removing the lever and rotating it down one notch put it too low for use with a motocross boot. While the engine's crisp throttle response and meaty spread of torque received nods of approval, the seeming ly h~4 compound of its Pirelli Dragon radials failed to deliver the confidence needed to put the CCM's power to full use.
AithoughJhe ATK~6OO is powëiëd byJhe same basic, 598cc, air-cooled, four-stroke Rotax engine as the CCM, none of the riders voiced complaints about its five-speed gearbox. The ATK did, however, suffer from a lag off the bottom portion of the rev range, an indication that a bit of carburetor tuning is in order. Once on the boil, the ATK pumped out a healthy spread of tractable power that made easy work of controlled powerslides on the pavement. The aggressive roadrace rain-tread pattern of its Avon Gripster radiais also made the ATK our favorite bike for hanging it out in the dirt.
IMPORTERS ATK America 1164 West 850 North Centerville, UT 84014 801/298-8288 CCM USA 915 Commercial St. #2 San Jose, CA 95112 408/453-8473 KIM Sportmotorcycle USA 1119 Milan Ave. Amherst, OH 44001 440/985-3553 Husaberg Motorcycles USA 1119 Milan Ave. Amherst, OH 44001 440/985-3553 VOR Motori USA 8468 Loma Place Upland, CA 91786 909/608-0082
KTM 640 LC4 SM
$7198
As the votes were cast, the ATK was picked second only to the VOR during the SuperTT course comparison-significant, considering what little alteration was performed in converting it over from its standard off-road configuration.
At 625cc, the KTM 640 LC4 boasts the largest displacement of this group. Its full-length front fender, broad saddle and sturdy luggage rack also give the impression that the LC4 is the largest in stature. Yet compare its wheelbase and seat height with the others and you find it’s no Goliath, just a bit heavier. Even so, the KTM carries its weight well, turning with ease and delivering good stability at speed. Braking performance wasn’t without flaw. Every rider noted substantial front brake fade after a few hard laps around the circuit. Comparing the KTM’s front rotor w ith the others’ reveals it’s 4mm thick rather than 5mm, and its 300mm diameter is 20mm smaller. The KTM employs the same two-piston Brembo caliper as found on the ATK and CCM.
Replacement parts arrived in time to get the ’Berg back on its wheels for dragstrip testing. Since the bikes were run with their stock sprockets, all but the Husaberg ran out of gearing before the end of the quarter-mile. In light of this, we recorded 1000-foot times, as well. At the 1000-foot mark, each bike was still pulling strongly toward its power peak in top gear, making for a better basis of comparison. Likewise, top speeds were gearing-limited. Slightly taller gearing to reduce vibration at freeway speeds would be an appropriate modification for any of these motards ridden on the street.
VOR 503 SM
$8000
As for street practicality, the KTM ranks best due to its refined creature comforts. Its quality switchgear and instruments, bar-mounted choke lever, spacious saddle, luggage rack and large, usable mirrors all add up. The 640 LC4 is also the only bike here to come equipped with passenger pegs. However, it also emits the most vibration of the lot.
As for the other turnkey street model, the CCM, its Rotax mill runs surprisingly smoothly throughout its rev range. Its seat is very narrow near the tank, and was considered uncomfortable by several testers. While soulstirring, its piercing exhaust note may test your diplomacy if you’re to maintain good relations with the neighbors-but then again, donuts in the driveway, wheelies down the block and monster stoppies at the corner won't impress the nice folks next door even if your bike is well-muffled.
Judging from the level of curiosity we’ve noted while riding these mounts around town, motard mania looks to be contagious. How long until the Japanese Big Four catch the bug and push this niche into the mainstream? Until then, the equipment choices have never been better for those intent on backin' it into the future. □
