MuddyMudskipper
Camp Ninja
I did a search and didn't really see any bike builds so I thought I'd let those of you who are interested in on my little orange project.:roost:
Part I: The Beginnings of the Adventure
For quite a few years I have enjoyed the outdoors and overland travel in particular. During my travels I often thought of how nice it would be to see much of what I saw from my truck on a motorcycle. It seemed to be the perfect compliment. Use my truck to pack supplies and camp out of and use the bike for day trips.
Scenes like this danced in my head and I knew that I had to have a dual sport.
In the spring of 2006 the thought of buying a motorcyce moved closer to becoming a reality. The major mechanical upgrades and accessories were nearing an end for my truck so the time to search for a motorcycle began in earnest. The bike had to be a dual sport. This would give me the flexibilty of going all dirt, all pavement, or the more likely combination of both. I wanted it to be relatively light, have good aftermarket support, and not be too mechanically complicated. I looked at the bikes offered by Suzuki and Kawasaki but the Suzuki had anemic power coupled with limited range, and the Kawasaki while robust with a strong following, was long in the tooth having gone 25 years with virtually no changes. I was uninspired by the Suzuki and Kawasaki (no offense DRZ and KiLleR owners). Honda had the XR650R but it wasn't available in California in '06 so it wasn't an option. I looked at the V-Strom, Caponord,and Tiger but they were quickly dismissed because they were more of a road going bike with off road pretenstions (you too V-CapTiger owners).
My next consideration was the BMW F650 GS Dakar. All ADVBimmers are synonymous with adventure biking and the Dakar was getting closer to what I was looking for, but there were two factors that were keeping me from seriously gravitating towards The Roundel offering. One was the weight. At 391lbs. excluding options and accessories the Dakar wasn't exactly svelte. The second issue was that there aren't any Bimmer Bike dealers near me, so parts and service were not something readily available. While I was aware that people travel all over the world with these things and manage to fix what's broken, my bike was to be my secondary "funship" and if anything went wrong I'd have the luxury of hauling it home to fix it. I needed to be able to easily take it to the dealer or buy parts as needed, not haul it an additional 100 miles to have it worked on or wait three to five days to have mail order parts delivered.
This led me to the offerings from KTM. Parts or service aren't an issue since there are two dealers near by. One two miles away from where I used to live and another about two miles away from where I live now (uncanny). So I looked on the KTM site and saw a few bikes that fit the bill. The first to jump at me was the 660 Rally.
My glee was short lived as the 660 Rally was tagged with a "Not Available in the United States" statement and an MSRP of $25,000. The 660 Rally option was purged from my thought process like a hiker with Montezuma's Revenge....ummm you get the picture.
I'm no Marc Coma but I can pretend can't I?
Then there was the 640 Adventure. The ideal bike for what my needs were with an affordable price. However, that too had the soul crushing "Not Available in the United States" words attached to the description.....mocking me, taunting me.
Okay...so my final option was the 950 Adventure, but it wasn't exactly the ideal bike for what my needs were. It is porky, with a smaller fuel tank from the factory than the 640 so it was out. While I now love the nine-fitty, I tended to perceive it then more as a dirt Goldwing than a serious dual purpose crusher. More able to efficiently gobble up miles of black slabby stuff whose dust kicking aspriations were limited to fire roads and gravel highways (which I later rescinded...hey I was new).
Well a month passed and I was leaning towards the Dakar again until I got a call from a friend's kid who happened to work at the KTM dealer. Apparently bikes like the 660 Rally and 640 Adventure get released mid year with the Rally going to very select dealers and the 640 shipping one each to every dealer. Needless to say I scooted right on over to the dealer to see what would be my future bike. Which I didn't actually get to see right away because it was still in a wooden crate. Anyways, a deal was struck, I watched them put my 640 together, and my butt was the first to "officially" grace the saddle for the ride home. How fortuitous for me!:wings:
Here are the specs for those of you who are curious.
Model: KTM 640 Adventure
Year: 2006
Engine and Transmission
Displacement: 625cc (38.14 cubic inches)
Engine type: Single cylinder
Stroke: 4
Power: 53.64 HP (39.2 kW) @ 7000 RPM
Torque: 40.6 ft.lbs (55.00 Nm or 5.6 kgf-m) @ 5500 RPM
Compression: 11.7:1
Bore x stroke: 4.0 x 3.1 inches (101.0 x 78.0 mm)
Fuel system: Mikuni BST 40
Valves per cylinder: 4
Fuel control: OHC
Ignition: Kokusan DC-CDI
Starter: Electric & kick
Lubrication system: Pressure lubrication with 2 Eaton pumps
Cooling system: Liquid w/ auxiliary cooling fans
Gearbox: 5-speed
Transmission type
final drive: X-Ring Chain 5/8 x 1/4
Clutch: Hydraulic Magura wet multi-disc clutch
Physical Measurements
Dry weight: 348.3 pounds (158.0 kg)
Seat height: 37.2 inches (945 mm)
Overall width: 25.2 inches (640 mm)
Ground clearance: 12.4 inches (315 mm)
Wheelbase: 59.4 inches (1,510 mm)
Chassis and Dimensions
Frame type: Chromoly steel, powder-coated
Rake (fork angle): 27.5°
Trail: 4.9 inches (124 mm)
Front suspension: WP-USD 48 mm
Front suspension travel: 11.8 inches (300 mm)
Rear suspension: WP – Monoshock
Rear suspension travel: 13.2 inches (335 mm)
Front tire dimensions: 90/90-21 Metzler Enduro 3 (60/40)
Rear tire dimensions: 140/80-18 Metzler Enduro 3 (60/40)
Front brakes: Brembo Double disc
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Brembo Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Exhaust system: Supertrapp HGS 4 Stainless
It's late, I'm sleepy. I will work on Part II tomorrow.
Part I: The Beginnings of the Adventure
For quite a few years I have enjoyed the outdoors and overland travel in particular. During my travels I often thought of how nice it would be to see much of what I saw from my truck on a motorcycle. It seemed to be the perfect compliment. Use my truck to pack supplies and camp out of and use the bike for day trips.
Scenes like this danced in my head and I knew that I had to have a dual sport.
In the spring of 2006 the thought of buying a motorcyce moved closer to becoming a reality. The major mechanical upgrades and accessories were nearing an end for my truck so the time to search for a motorcycle began in earnest. The bike had to be a dual sport. This would give me the flexibilty of going all dirt, all pavement, or the more likely combination of both. I wanted it to be relatively light, have good aftermarket support, and not be too mechanically complicated. I looked at the bikes offered by Suzuki and Kawasaki but the Suzuki had anemic power coupled with limited range, and the Kawasaki while robust with a strong following, was long in the tooth having gone 25 years with virtually no changes. I was uninspired by the Suzuki and Kawasaki (no offense DRZ and KiLleR owners). Honda had the XR650R but it wasn't available in California in '06 so it wasn't an option. I looked at the V-Strom, Caponord,and Tiger but they were quickly dismissed because they were more of a road going bike with off road pretenstions (you too V-CapTiger owners).
My next consideration was the BMW F650 GS Dakar. All ADVBimmers are synonymous with adventure biking and the Dakar was getting closer to what I was looking for, but there were two factors that were keeping me from seriously gravitating towards The Roundel offering. One was the weight. At 391lbs. excluding options and accessories the Dakar wasn't exactly svelte. The second issue was that there aren't any Bimmer Bike dealers near me, so parts and service were not something readily available. While I was aware that people travel all over the world with these things and manage to fix what's broken, my bike was to be my secondary "funship" and if anything went wrong I'd have the luxury of hauling it home to fix it. I needed to be able to easily take it to the dealer or buy parts as needed, not haul it an additional 100 miles to have it worked on or wait three to five days to have mail order parts delivered.
This led me to the offerings from KTM. Parts or service aren't an issue since there are two dealers near by. One two miles away from where I used to live and another about two miles away from where I live now (uncanny). So I looked on the KTM site and saw a few bikes that fit the bill. The first to jump at me was the 660 Rally.
My glee was short lived as the 660 Rally was tagged with a "Not Available in the United States" statement and an MSRP of $25,000. The 660 Rally option was purged from my thought process like a hiker with Montezuma's Revenge....ummm you get the picture.
I'm no Marc Coma but I can pretend can't I?
Then there was the 640 Adventure. The ideal bike for what my needs were with an affordable price. However, that too had the soul crushing "Not Available in the United States" words attached to the description.....mocking me, taunting me.
Okay...so my final option was the 950 Adventure, but it wasn't exactly the ideal bike for what my needs were. It is porky, with a smaller fuel tank from the factory than the 640 so it was out. While I now love the nine-fitty, I tended to perceive it then more as a dirt Goldwing than a serious dual purpose crusher. More able to efficiently gobble up miles of black slabby stuff whose dust kicking aspriations were limited to fire roads and gravel highways (which I later rescinded...hey I was new).
Well a month passed and I was leaning towards the Dakar again until I got a call from a friend's kid who happened to work at the KTM dealer. Apparently bikes like the 660 Rally and 640 Adventure get released mid year with the Rally going to very select dealers and the 640 shipping one each to every dealer. Needless to say I scooted right on over to the dealer to see what would be my future bike. Which I didn't actually get to see right away because it was still in a wooden crate. Anyways, a deal was struck, I watched them put my 640 together, and my butt was the first to "officially" grace the saddle for the ride home. How fortuitous for me!:wings:
Here are the specs for those of you who are curious.
Model: KTM 640 Adventure
Year: 2006
Engine and Transmission
Displacement: 625cc (38.14 cubic inches)
Engine type: Single cylinder
Stroke: 4
Power: 53.64 HP (39.2 kW) @ 7000 RPM
Torque: 40.6 ft.lbs (55.00 Nm or 5.6 kgf-m) @ 5500 RPM
Compression: 11.7:1
Bore x stroke: 4.0 x 3.1 inches (101.0 x 78.0 mm)
Fuel system: Mikuni BST 40
Valves per cylinder: 4
Fuel control: OHC
Ignition: Kokusan DC-CDI
Starter: Electric & kick
Lubrication system: Pressure lubrication with 2 Eaton pumps
Cooling system: Liquid w/ auxiliary cooling fans
Gearbox: 5-speed
Transmission type
final drive: X-Ring Chain 5/8 x 1/4
Clutch: Hydraulic Magura wet multi-disc clutch
Physical Measurements
Dry weight: 348.3 pounds (158.0 kg)
Seat height: 37.2 inches (945 mm)
Overall width: 25.2 inches (640 mm)
Ground clearance: 12.4 inches (315 mm)
Wheelbase: 59.4 inches (1,510 mm)
Chassis and Dimensions
Frame type: Chromoly steel, powder-coated
Rake (fork angle): 27.5°
Trail: 4.9 inches (124 mm)
Front suspension: WP-USD 48 mm
Front suspension travel: 11.8 inches (300 mm)
Rear suspension: WP – Monoshock
Rear suspension travel: 13.2 inches (335 mm)
Front tire dimensions: 90/90-21 Metzler Enduro 3 (60/40)
Rear tire dimensions: 140/80-18 Metzler Enduro 3 (60/40)
Front brakes: Brembo Double disc
Front brakes diameter: 300 mm (11.8 inches)
Rear brakes: Brembo Single disc
Rear brakes diameter: 220 mm (8.7 inches)
Exhaust system: Supertrapp HGS 4 Stainless
It's late, I'm sleepy. I will work on Part II tomorrow.
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