Big sandbox toys. We are screening the KTM rally!
For centuries, camels were considered the most effective methods of desert transport. Their track record was guaranteed by development, preparing them to work in severe conditions. We do not judge whether the KTM rally is more reliable than a camel, however it is certainly quicker. It is also due to proper preparation. We looked at how it works, based on the example of Orlen Team motorcycles.
Do you understand the Yamaha XT 500? Undoubtedly, it is a legend of off-road single cylinders. In 1979, under her control, Cyril Neveu became the very first Dakar winner in the motorcycle classification. These were the days when you started on motorbikes transformed in the garage after hours, as a roadbook served sheets on a pad attached to cardboard. More examples? Honda XR, BMW R 80/ 100GS.
In the 2nd half of the 1980s, Dakar bikes stopped to resemble those that a simple mortal could buy in a display room. Honda displayed its NXR, Yamaha had YZE 750, Cagiva - Elefanta 900. There were likewise intriguing peculiarities, like the two-stroke KTM with 2 engines - one above the other (the other was spare ...), two-stroke Honda EXP-2 with fuel injection or Vespa racing automobile. Even Ducati (private project) and Moto Guzzi fought for "bedouin".
In the building insanity that has lasted for many years, dominated by Yamaha YZE 850T and Cagiva Elefant, KTM began to advancement. In 1996, 1998 and 1999 their LC4 model won 2nd and 3rd location. In 2001, the brand-new LC4 660 Rally (to be precise, it's the orange in the pictures) started the KTM desert supremacy, which continues to this day.
Only for chosen ones
The Cross Country rally motorbike was in theory on sale to individuals outside the factory teams. The problem is that it cost a lot - 25,000 euros, so the number of volunteers was small. For this reason, production started only after collecting the suitable variety of orders. It might appear that it was much easier to modify the LC4 640. Unfortunately, the civilian design would rapidly give up after a few episodes.
The competitors and the rally path have no mercy for bikes. The frame, although also made from steel, had a totally different geometry and was strengthened in relation to the LC4 640 ADV. Murderous overloads caused by driving on verses at speeds of up to 170 km/ h were a real challenge for her. The job was not assisted in by packing the entire with 55 litres of fuel.
Water, a basic thing
To enable taking this amount of gasoline, 4 tanks were installed. 2 were on the front of the bike and 2 on the back. In addition, there is a three-litre water tank under the engine, which was to conserve lives in a crisis.
Nevertheless, the gamers think of the possibility of drinking from it with scary - it is rarely fresh. The full tanked motorbike weighed approx. 210 kg. In addition, the fuel moved in the tanks, so driving a rally vehicle was challenging. It generally bothered on sharp braking and tight turns. Nevertheless, the best danger of "moving mass" is when it comes to vibrate. For this reason, the variety of movement of the steering wheel (with guiding damper) has actually been kept to a minimum. The angle of the head of the frame was fairly moderate and was 28 °. As a result, the 660 Rally, as well as newer rally cars, are best driven from speeds of about 120 km/ h up.
You can improve the factory
To accomplish and preserve such speeds, an effective engine is required. The 660 Rally came out of the factory as a 653-centimetre single-cylinder with SOHC timing and four valves. The carburettor was accountable for the power supply, and the 5-speed gearbox was responsible for power transmission. The factory accomplished approx. 65 HP and 69 Nm. The engine designed for motorcycles Jacek Czachor or Marek DÄ…browski quickly returned to Austria for adjustments. The crankshaft, connecting rod, piston and camshaft were changed to PANKL company elements (producing aviation and motorsport parts) that were lighter, stronger and made with higher precision than original parts. After these operations, the engine was practically similar to the factory competitors. In addition, it had a bigger capability, typically around 700 - 720 ccm.
The benefits of tuning were unassailable: much better performance at low revs, greater resilience and a more direct attribute. Proper cooling was crucial to ensuring strength. It simply stayed the same. Standard - liquid/oil - was enough. Just the clutch had an issue with temperature. Throughout a long trip on the dunes, it was simple to get too hot the steel spacers. However, it depended on how strongly the professional athlete operated the clutch. After modifications, the bike drove all over Dakar without mechanical issues. Depending upon the edition, the counter after arrival at the surface showed about 120-150 hours of work. After such determined hours of operation, the engine went to finish reconstruction.
Invincible
For 6 years, the 660 Rally reigned in the desert. The exception was the 2002 edition when Fabrizio Meoni came on the finish line first on the LC8 950 R - a beast on the basis of which apparently KTM 950 Adventure was created.
660 Rally (on the back) look like midgets in mix with LC8 950
In fact, it turned out that the efficiency of the nearly litre, V-shaped twin-cylinder was his curse and the capacity was minimized to 850 ccm. Otherwise, tires and mousses that were ground into dust might not withstand. Anyway, LC8's profession did not last long and was rather an experiment, marketing activity. In 2004, the guidelines prohibited multi-cylinder engines.
New is coming
The 660 Rally finally had to pave the way. In 2007, a brand-new generation of the LC4 - 690 engine was introduced. Still powered by a carburettor, the motorbike, nevertheless, made sixth gear. In the standard version, the power increased to 85 HP, and the torque to 75 Nm.
Unlike its predecessor, the brand-new engine had quite a lot in common with the hair salon design, e.g. crankshaft, piston, valves, rocker arms, clutch basket and lots of others. Nonetheless, the majority of competitors bet on PANKL-a, as in 660. The unassailable benefit of the "6 hundred and ninety" was lower fuel usage, which could decrease fuel tanks to 36 litres. It holds true that the wet weight did not drop dramatically (205 kg), but the movable mass was decreased, and therefore the bike ended up being handier.
The frame has actually likewise been altered - to a steel truss. The whole is crowned with brand-new suspensions. The fork had a two-chamber structure, which made it more flexible and did not lose its residential or commercial properties under long-term loadings, like the single-chamber predecessor.
Higher toughness
The new guidelines, in force because the 2011 Dakar Rally, restricted the engine capacity to 450 ccm. The very first generation KTM Rally 450 was a lowered and a little modernized (frame lifting, injection) variation of the 690 Rally with an engine based upon a cross-unit. In 2014, an entirely new model was introduced, more matched to the conditions of the rally in the "Latin" version, in which, in addition to long and quick areas, rivals were likewise served components similar to the classic enduro. For that reason, Rally 450 A.D. 2014 was built on a truss frame. The engine, although visually similar to that of the SX/ EXC models, was based upon PANKL parts. It was still a system with one camshaft, but much more aggressive than its predecessors and much better gotten ready for the rally.
There was no longer the need for such comprehensive modifications. It was limited to altering ignition and suspension settings. Paradoxically, the bike was far more long lasting than bigger designs. After ending up Dakar, you might easily take one much shorter rally from the world cup calendar. In addition, it was even less fuel-consuming, so - rationally - gas tanks were reduced to 33 litres. In addition, the use of a carbon navigation turret, fender or cover assisted slightly slimmer the motorcycle. The 2014 model weighs only 139 kg dry. A very useful convenience was the option of changing the tank from which fuel is taken, which allowed the rider to manage the weight distribution of the motorbike.
Like from the living room!
In this year's Dakar Rally, Adam Tomiczek and Maciek Giemza carried out on the latest designs, such as the factory rivals had throughout the 2018 edition. They altered the frame, engine, swingarm, suspension and fuel tanks. According to the riders, driving such a maker is even closer to light enduro motorcycles, but the moving mass does not forgive mistakes anyhow. If you want, you can buy such a motorbike in the beauty parlor, if you have 25,000 euros!
The declaration "engine in factory specification" states that it was made in the "magic of Mary", but just a few people in the world know what. At least this is the case in, e.g. WSBK, MotoGP or MX GP. Modifications of rally motorcycles are a bit clearer and normally involve the replacement of some parts with ones made with higher accuracy and from much better quality materials. They are offered to mortals, however affluent.
Experience engineering
The current generation KTM Rally 450 is currently prepared for Dakar as standard. Anyhow, this motorcycle has constantly been a fundamental part of success, however never the most essential. Cleverness, chauffeur experience and preparation for numerous, unpredicted scenarios were more vital. In both rally cars that we saw, you can see numerous ingenious patents that make life simpler on the path. For instance, "6 hundred and sixty" footrest was welded from 2 so that the foot had a larger support surface area (now such footrests are basic). Tools, equipments and brake levers and a chain repair work package were installed under the couch and the navigation tower. In the new version, it is done precisely the exact same, other than that there is still storage space in the engine cover.
Access to the fuses must also be easy, which is why they are on top. Some of them are responsible for navigation devices. At Cross Country rallies, driving without navigation is nearly impossible. Checking out the roadbook is difficult, but it identifies your success. Without mastering this ability, even the fastest rider is not able to win the rally. Therefore, there are no technological whirlpools in rally motorbikes, just great, long lasting mechanics and extensive navigation. The rest is in the hands of the player!