13 Sep2016

Backtrack Tuesdays: 1999 KTM 640 LC4 Adventure Bike Review

Written by Gino Pokluda. Posted in Bikes

I never really paid much attention to KTM adventure motorcycles but the KTM 640 caught my eye. I knew they were good motorcycles, but they seemed somewhat raw and uncompromising, like a Pit Bull with soccer cleats. None the less, KTM's have a loyal following and eventually I began to get interested in these dirt bikes with lights, but never really expected to get very enthused about the offerings from Austria. KTM's forte however has always been in off road ability with a no-holdsbarred approach to building competent machines. Unfortunately, for some reason, KTM seemed obsessed with burdening the potent, non-balanced motor with quirky carburetors that never really mixed fuel and air and gave the bikes a notorious reputation for poor performance. Adding to this was the "bits-o-bike" look, which gave the bike a made-from-kit appearance. All of that has changed for 1999.

I'm not exactly sure what happened at the KTM factory in 1998, but something wonderful transpired. For the first time, I think engineers, marketers, and stylists were seated at a table with the mission of redesigning the KTM 620 RXC and they actually listened to each other. The resuit is the 1999 KTM 640 LC4. Let's get one thing straight first. The KTM 620 was actually a 609cc motorcycle and the 640 LC4 is actually a 625cc. That's a net gain of only 16cc all gained from increasing the stroke to 78mm. While we are on the subject, let's talk about the only other change in the engine compartment; the new carburetor. KTM wisely decided to ditch the Quick Silver and Dell Orto jetless carbs and go with a Mikuni CK-59. This is the performance change that all riders will notice. I'm not sure what the addition of 16cc does for the LC4, but the new carburetor makes a world of difference. KTM's design team obviously opted to make strategic changes to the 640 rather than an all-out redesign. While most of the chassis remains the same, the 640 does get the White Power Extreme front and rear suspension this year which, as I found out later, greatly improves the big KTM's prowess off road.

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KTM could have just made the mechanical changes and had a great motorcycle for 1999, but they decided to change the bikes appearance and what a job they did. The 640 LC4 is a most visually striking dual sport with aggressive styling that would leave some sport bikes designers redfaced. Let's just start at the front and work our way back. An integrated brace is incorporated into the front fender which should make fitting a fender bag a breeze.

A very potent headlight with minimal fluting and a sleek front cowl give the front a very aggressive look. An all new 3.2 gallon plastic fuel tank has a latched, locking cap that is not encumbered by a vent hose. The vent hose exits the tank just below the cap and neatly drops out of the way, making its way to the charcoal canister, which is on all US bikes. Sleek, flat radiator shrouds cover the twin radiator, but remain tight to the bike. A new styled seat is a bit wider than the 1998 model, has more compliant foam and integrates nicely into the tank. The rear of the bike is graced with a stylized package rack made from a plastic composite and a beautiful oval taillight that looks like it was lifted from a cruiser. Topping off the styling are color coordinated turn signal housings, some zoot looking mirrors and tasteful orange and black color see. What really makes an impression on me, is that KTM was able to produce a very good-looking dual sport without adding tons of plastic.

Okay, enough of the shop talk, let's take her for a spin. Engage the bar mounted choke and thumb the starter and the 640 LC4 jumps to life with a mellow exhaust note from the trademark KTM/Supertrapp stainless exhaust system. After a minute or so of warm up and we are on our way. The Mikuni carbureted 640 responds crisply with just a hint of leanness off idle and seems significantly smoother than the 620 motor. The transmission is slick and effortless with a large jump between first and second gear getting your attention during downshifts. Neutral is almost impossible to find with the engine running.

The view from the saddle is clean and uncluttered with only a speedometer and the requisite idiot lights consisting of high beam, turn signal, neutral and temp indicator lights. Switch-gear remains the same as the '98, but is now mounted on non-braced, non-tapered aluminum handlebars. Your hands will also feel the wind now as hand guards have been deleted from the standard equipment. With a 33" inseam, I find the seat height of the LC4 stratospheric, requiring me to shift one cheek off the seat to plant a foot firmly on the ground. Once the KTM reaches operating temperature, it simply becomes a point-and-shoot traffic missile. Its narrowness and torquey motor will have some tempted to put sticky street tires on the aluminum rims and wreak havoc in the urban jungle, but that would be a waste as the 640 comes into its own in the off road world.

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First on tap for the off road portion of our program is fast, graded dirt road with some washboard thrown in for good measure. At 50 to 60mph, the KTM seems bored, soaking up the washboard with a taut feel in the suspension. Next comes some two-track with ruts and rocks. No problem, drop down to second gear and point the LC4 in the direction you want to go. Sand that would have my KLR's front end hunting like a dousing stick proves no big deal for the White Power 5060 conventional front fork. Pick a bad line through some ruts? That's okay with 11 inches of travel front and back are there for you to spend anyway you wish. Have to climb a berm? The nicely matched Michelin T63 street legal knobbies will climb with no complaints. The two-track trail becomes a single-track trail and the KTM 640 remains composed. Snick into first gearand get on the pegs. The narrow tank allows you to move forward without splaying you legs, but the trendy mirrors hit your arms when you try to weight the front end. With a dry weight of just 309 pounds, the 640 moves nimbly along the trail with never a hint of top heaviness. Throttle response in the low frrst gear is a tad bit jerky and you will need to practice modulating the throttle in tight quarters.

Exiting the trail comes too early for this entertaining bike, and I merge onto the black top. The traits that make this machine a great off roader, narrowness and lightness, make it less than exciting on the open highway. With more of your body exposed to wind blast and knobby tires wailing away on the hard surface, the LC4 becomes very busy at 65mph. Never the less, the tall fifth gear and powerful engine make the 640 willing if you are able.

Now for the nit-picks. One flaw I see with the KTM is its lack of a side stand. The bike has a very sturdy center stand, but you have to get off the bike first to deploy it. No big deal, you say? Try doing it on uneven ground or with a duffel bag strapped on that nice rack back there. Do so successfully and you'll be recruited for the US gymnastics team. Also, the stock KTM tank is too small at 3.2 gallons. The good news, however, is that the 4.5 gallon tank from the European only 640 LC4/l 8L will be available next spring and will fit the US spec model. Finally, the slick looking mirrors have to go as they get in the way of your arms when you stand on the foot pegs.

The asking price for a 1999 640 LC4 is $6598.00. While this may seem steep when compared to comparable machines, the 640 is bristling with top shelf components and features. Brakes, for instance, are premium Brembo calipers with large rotors and steel lines. Suspension is White Power Extreme, very choice. Axles are nutless, for easy removal, the clutch cable has a nice, large thumb adjuster, there is a manual compression release for the times you have to use the standard kick start. The stout, aluminum swingarm is polished, the rearshock is protected by a splash guard, and premium DOT knobbies are fitted to enduro class 21 and 18 inch wheels.

With the 1999 640 LC4, KTM has upped the ante in the dual sport market. They have been the first company to successfully meld competence, style and value into a dual sport motorcycle and did so without compromising its abilities and shrouding the machine in vulnerable plastic. This is "dual sport of year" material, here folks. Unlike its rough-hewn predecessor, you can take the 640 out to the boondocks, ride it hard, drop it, take it home and wash it and it will still look good enough to park in the living room and ride to work the next morning. That, my friends, is dual a sport.