Huge sandbox toys. We are evaluating the KTM rally!
For centuries, camels were thought about the most efficient means of desert transport. Their reputation was guaranteed by evolution, preparing them to work in extreme conditions. We do not judge whether the KTM rally is more effective than a camel, but it is definitely faster. It is also due to proper preparation. We took a look 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 ended up being the very first Dakar winner in the motorcycle category. These were the days when you started on motorbikes transformed in the garage after hours, as a roadbook served sheets on a pad connected to cardboard. More examples? Honda XR, BMW R 80/ 100GS.
In the 2nd half of the 1980s, Dakar bikes ceased to resemble those that a mere mortal might purchase in a showroom. Honda exhibited its NXR, Yamaha had YZE 750, Cagiva - Elefanta 900. There were also intriguing quirks, like the two-stroke KTM with two engines - one above the other (the other was spare ...), two-stroke Honda EXP-2 with fuel injection or Vespa racing car. Even Ducati (private task) and Moto Guzzi fought for "bedouin".
In the building insanity that has actually lasted for years, dominated by Yamaha YZE 850T and Cagiva Elefant, KTM began to development. In 1996, 1998 and 1999 their LC4 design won second and 3rd place. In 2001, the new LC4 660 Rally (to be exact, it's the orange in the pictures) began the KTM desert supremacy, which continues to this day.
Just for chosen ones
The Cross Country rally motorbike was theoretically on sale to people outside the factory groups. The problem is that it cost a lot - 25,000 euros, so the number of volunteers was small. For this reason, production started just after gathering the suitable number of orders. It may appear that it was simpler to modify the LC4 640. Sadly, the civilian model would quickly quit after a couple of episodes.
The rivals and the rally route have no mercy for motorbikes. The frame, although also made from steel, had a totally various geometry and was enhanced 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 obstacle for her. The job was not assisted in by loading the entire with 55 litres of fuel.
Water, a standard thing
To enable taking this quantity of gasoline, four tanks were set up. 2 were on the front of the bike and two on the back. In addition, there is a three-litre water tank under the engine, which was to save lives in a crisis.
Nevertheless, the players think about the prospect of drinking from it with scary - it is seldom fresh. The complete tanked bike weighed approx. 210 kg. In addition, the fuel relocated the tanks, so driving a rally cars and truck was difficult. It mainly bothered on sharp braking and tight turns. Nevertheless, the best danger of "moving mass" is when it concerns shimmy. For this reason, the series 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 reasonably mild and was 28 °. As a result, the 660 Rally, in addition to newer rally cars and trucks, are best driven from speeds of about 120 km/ h up.
You can improve the factory
To attain 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 4 valves. The carburettor was accountable for the power supply, and the 5-speed gearbox was accountable for power transmission. The factory achieved approx. 65 HP and 69 Nm. The engine developed for bikes Jacek Czachor or Marek DÄ…browski quickly went back to Austria for modifications. The crankshaft, connecting rod, piston and camshaft were altered to PANKL business components (producing air travel and motorsport parts) that were lighter, stronger and made with greater accuracy than initial parts. After these operations, the engine was essentially similar to the factory rivals. In addition, it had a bigger capability, typically around 700 - 720 ccm.
The benefits of tuning were indisputable: better efficiency at low revs, higher durability and a more direct quality. Appropriate cooling was key to making sure strength. It simply stayed unchanged. Requirement - liquid/oil - sufficed. Only the clutch had a problem with temperature level. Throughout a long ride on the dunes, it was simple to overheat the steel spacers. However, it depended on how strongly the athlete ran the clutch. After adjustments, the bike drove all over Dakar without mechanical problems. Depending on the edition, the counter after arrival at the surface indicated about 120-150 hours of work. After such measured hours of operation, the engine went to finish restoration.
Invincible
For 6 years, the 660 Rally reigned in the desert. The exception was the 2002 edition when Fabrizio Meoni came on the goal first on the LC8 950 R - a monster on the basis of which allegedly KTM 950 Adventure was created.
660 Rally (on the back) appear like midgets in combination with LC8 950
In fact, it turned out that the performance of the almost litre, V-shaped twin-cylinder was his curse and the capability was minimized to 850 ccm. Otherwise, tires and mousses that were ground into dust could not hold up against. Anyway, LC8's career did not last long and was rather an experiment, marketing activity. In 2004, the guidelines banned multi-cylinder engines.
New is coming
The 660 Rally finally needed to pave the way. In 2007, a brand-new generation of the LC4 - 690 engine was presented. Still powered by a carburettor, the bike, however, made 6th equipment. In the fundamental variation, 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 beauty parlor model, e.g. crankshaft, piston, valves, rocker arms, clutch basket and numerous others. However, most of competitors bet on PANKL-a, as in 660. The indisputable benefit of the "six hundred and ninety" was lower fuel consumption, which could lower fuel tanks to 36 litres. It holds true that the damp weight did not drop considerably (205 kg), however the movable mass was decreased, and thus the bike became handier.
The frame has likewise been changed - to a steel truss. The entire is crowned with brand-new suspensions. The fork had a two-chamber structure, which made it more flexible and did not lose its properties under long-lasting loadings, like the single-chamber predecessor.
Greater durability
The new guidelines, in force since the 2011 Dakar Rally, limited the engine capability to 450 ccm. The first generation KTM Rally 450 was a decreased and a little updated (frame lifting, injection) variation of the 690 Rally with an engine based on a cross-unit. In 2014, a completely new design was presented, more matched to the conditions of the rally in the "Latin" variation, in which, in addition to long and fast sections, rivals were likewise served elements comparable to the classic enduro. Therefore, Rally 450 A.D. 2014 was built on a truss frame. The engine, although visually comparable to that of the SX/ EXC models, was based upon PANKL parts. It was still an unit with one camshaft, however much more aggressive than its predecessors and much better gotten ready for the rally.
There was no longer the need for such thorough adjustments. It was limited to altering ignition and suspension settings. Paradoxically, the motorbike was a lot more durable than larger models. After ending up Dakar, you might quickly take one shorter rally from the world cup calendar. In addition, it was even less fuel-consuming, so - rationally - fuel tanks were decreased to 33 litres. In addition, the use of a carbon navigation turret, fender or cover helped slightly slimmer the motorbike. The 2014 model weighs just 139 kg dry. A really useful benefit was the choice of switching the tank from which fuel is taken, which allowed the rider to control the weight circulation 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, however the moving mass does not forgive errors anyway. If you want, you can purchase such a motorcycle in the beauty salon, if you have 25,000 euros!
The statement "engine in factory specification" states that it was made in the "magic of Mary", however just a couple of people on the planet know what. At least this holds true in, e.g. WSBK, MotoGP or MX GP. Adjustments of rally motorcycles are a bit clearer and usually involve the replacement of some parts with ones made with greater precision and from much better quality materials. They are available to mortals, but well-off.
Experience engineering
The present generation KTM Rally 450 is currently gotten ready for Dakar as standard. Anyhow, this motorcycle has actually always been an important part of success, however never the most crucial. Cleverness, motorist experience and preparation for numerous, unpredicted circumstances were more vital. In both rally automobiles that we watched, you can see lots of ingenious patents that make life easier on the route. For instance, "6 hundred and sixty" footrest was bonded from 2 so that the foot had a bigger assistance surface area (now such footrests are basic). Tools, gears and brake levers and a chain repair work set were installed under the couch and the navigation tower. In the new version, it is done exactly the exact same, other than that there is still storage area in the engine cover.
Access to the fuses must also be simple, which is why they are on top. Some of them are responsible for navigation equipment. At Cross Nation rallies, driving without navigation is practically difficult. Reading the roadbook is difficult, however it determines your success. Without mastering this skill, even the fastest rider is unable to win the rally. For that reason, there are no technological whirlpools in rally motorbikes, only great, durable mechanics and comprehensive navigation. The rest is in the hands of the player!