Having lived with my MTS for one year and a half (and 18K kms) I can tell that the engine is linear in response, with grunt everywhere. However, the fueling leaves a lot to be desired. It's very jerky at low revs (even keeping the throttle steady in 2nd gear and 3K rpm, gives the occasional hiccup). But it doesn't have flat spots, it revs brilliantly and the vibes are the same through the whole range. Not absent but not intrusive and they just increase naturally as the bike accelerates. The DVT on the other hand is more docile, with an almost electric feel to it. It revs smoothly from any rpm, the grunt is the same but it seems that it has a different torque curve. Not with dips but it's a little bit flatter and it doesn't go nuts the way the older motor does. The KTM on the other hand has characteristics similar to my MTS. It revs everywhere, its very powerful, and is quite linear but it never felt as smooth as the DVT. And the vibrations on the foot pegs were quite intrusive. If I had to rate the three engines on their characteristics it would go like this (this is of course totally personal opinion and first denotes what I feel is best). Linearity: (bumps in the acceleration) KTM MTS 1200 MTS 1200DVT Vibrations: (mechanical vibrations from the engine) MTS 1200DVT MTS 1200 KTM Power: (horsepower/torque. This is relevant to the weight of the bike as well) KTM MTS 1200 MTS 1200DVT Exhaust note: (sound) MTS 1200 MTS 1200DVT KTM Smoothness: (how the engine works in general. I would say it's the "feel" of the engine and also relates to the vibrations from each) MTS 1200DVT MTS 1200 KTM The mechanical sound is also different (Desmo valve train).
Yeap, if you want to find flaws on the bike it's not the engine you should be looking at. Besides it's the Super Duke R's, slightly tweaked. And this has already been tested and seems to score high.
It could be the case if within those three months one gets to ride in all kind of conditions, situation and roads, which I doubt unless someone's following an actual testing program for that - would be a very long one also. I get the disappointment of some people due to the amount of bugs and I'd probably have the same, thankfully I got just two and I wasn't any delighted or pleasant when the first one appeared. On the other hand I knew beforehand that some bugs may appear as this was a new breed and there are enough warnings about them in this and other forums. I'd be very naive not expect those. But it's everybody's own business and if they've got the bucks why not. For those who don't they need to put the pros and cons together and see if it's the right move.
And this is exactly why I posted this. Because I'm sure there are many people that are in the dark about a bike that's possibly an object of desire for them. What I meant about the three months is not that you absolutely know what the bike can do, or be able to exploit its full potential, but you (should) know if that's the bike for you or not (especially if it's not). Unless of course you bought the bike and in three months time you got only to do 1K kms. We've all read horror stories about bikes that spend more time at the dealer rather than being ridden. That would be a BIG turn off for me. And I could definitely part with the bike, being fed up. We know there are people who did and who can blame them when they have paid 15K+ GBP?
KTM twins are rev monsters. The 990s, the 1190s and the 1290. You can feel their competition roots in them. They tense up and begin to vibrate at around 6000 rpm, then they take off. The vibes do lessen when they are run in. My 990 has almost none now at 14000 miles and the 1290 is much smoother at 3500 than it was when new. I have never found the peg vibes troublesome or intrusive on a full day's ride. I've never had tingly feet. But handlebar vides I can't cope with. They make my fingers numb especially when its cold. I've never had bar vibes from either of my KTMs. (Or, of course, my Ducati). The 1290 has a very pronounced power band at around 7000 rpm except that its not really a band because it keeps going to the limiter. Above 7K they rev out very quickly, almost like an in-line four and if you put your faith in the TC and pin the throttle its all you can do to keep up with the gear changes. I think the 1190 is an even more manic revver. Incidentally, I notice the GT is getting all the comparisons with the Multi but really the 1190 Adventure (the road-going version, not the off-roading R) is the more natural competitor. The GT is really just a supernaked with a screen and a bigger tank and its more sports than tourer. Anyone thinking about a KTM alternative to the Multi should look at the 1190 Adventure. Its a very fine bike with power, agility, ergonomics and general comfort comparable to the Multi. The KTM twins are not as thumpy down low as Ducati engines and the 1290 has a muted throttle response - you get progressively more of the power you're asking for the further you open the throttle until you've got it wide open when you get 100%. IMO KTM have been over cautious with the ride by wire throttle response. They could have made it more aggressive. I think they were trying to avoid the reputation for brutality which the 1098 SB and SF had. We Ducati fans might like it but it put other buyers off. However you can alter the throttle response with remapping. The 1290 has prodigious power but you have to wind in more throttle to find it than you would expect when you're coming from a Ducati. If you think its not giving as much as you'd hoped, dig a little deeper. Trust me, its there. In spades. The SDR will loft the the front wheel in the first four gears if you're holding more than half throttle when the revs pass through 7000 rpm. I have had mine lift in fifth with about 3/4 throttle. And in the lower gears it can be quite wild when it does go. They feel like horsepower wheelies that could quickly overwhelm (as plenty of Youtube vids attest) rather than the fat, controllable torque wheelies you get with Testerstretta engines. I have to say though that the Akra Evo decat exhaust system and remap absolutely transform the SDR. Its the most striking improvement of any factory exhaust upgrade I've ever come across. There is FAR more bottom end and the chest-thumping thud we all love with Ducatis is there. The throttle map is also more aggressive. KTM and Akrapovich claim a 12bhp power increase and I'm inclined to believe it. The standard engine as dynoed in various press tests produces about 163 bhp at the rear wheel. People on the KTM Supertwins forum are posting dyno printouts after fitting the Evo showing 170-175 rwbhp. So the claims appear genuine. Also I immediately found vibration reduced and I have to say the Akra product quality is superior to Termignoni. And it sounds fantastic. I don't know whether there is a comparable system available for the GT. If there is, it changes the whole package. They are £2000 though... I don't know whether the GT will feel as manic at the top end as the SDR because there are differences in the heads and cams and the GT makes its power higher in the rev range and its torque slightly lower.
