| Written by Neil Johnston on Wednesday, April 22nd, 2009 |
Words: Neil Johnston. Pics: Kevin Miklossy
I’m skimming over a thoroughly potholed logging road in the shadow of the Chief just outside Squamish, B.C. Below me is the Konker KSM200, a diminutive supermoto and one of the first wave of the storm of Chinese motorcycles to reach our shores.
Even with 17 inch SM wheels, the Konker is happy on gravel.
Shod with 17-inch wheels and street rubber, the KSM200 is picking its way down the steadily narrowing trail, crossing a mud puddle bordering on miniature pond; the street tires slip a little, but the Konker holds its line. Rounding the bend, we’re confronted by a steep hill littered with fist sized rocks.
I contemplate the hill for a moment; I know the Konker would climb it no problem, but I would like the optional off-road tire kit for the way back down. With a steering-lock that would let it kiss its own tail light, the Konker isn’t even vaguely challenged to about-face, and so we retreat back to the main logging road.
It’s a broad wide affair where bigger bikes rule the roost. To the left, $7,000 worth of well-used KTM 640 Adventure slides by and roars off into the distance, while the $2,995 Konker’s speedo hovers just below 80 km/h. Pretty much at the limits of my dirt riding ability given the limited grip of the little supermoto’s street tires, I decide not to push it any further.
But the Konker KSM200 has more than conquered the expectations of being a cheap Chinese bike of the “lick it for the GHB in the paint if you want a good high” variety. Indeed, everything we’ve asked of the bike it has done … and we’ve asked a lot.
“PREMIUM” MOTO
 It's not at all bad looking.
You might not be familiar with Konker, but the Langley, B.C., importer has been in business for five years and currently boasts some 72 dealers across Canada. This is their first road legal machine – a rebranded supermoto (with optional dual-sport wheels) from a Chinese factory that also makes Suzukis on the side.
Actually, calling the Konker a supermoto might be a bit of an overstatement. With a 199.3cc engine pushing out 16 hp (claimed) and approximately 14 lb-ft of torque (by feel) there’s not much power to be had, making the Konker more “moto” than “super.”
The engine is the same air-cooled single-cylinder four-stroke unit that powers the Suzuki DR200. Konker comes to it by way of a Suzuki-partnered factory that handles Chinese domestic production. That partnership also explains the Japanese-refined feel of the transmission. Shifts are clean, smooth and easy.
Motor is effectively a DR200.
That the Konker is in essence a Suzuki takes care of major concerns around reliability and parts availability given the profusion of Suzuki shops around. As important, considering its origins, Konker is backing its product with a one-year warranty with full coverage for parts and labour.
New riders will find the fueling through the Japanese 26 mm Mikuni carb (versus the DR200SE’s 31 mm one) to be linear and utterly predictable, making for a friendly ride experience. The engine is nearly instant to start, quick to warm up, and should the occasion require, it even has a kick starter.
Out on the freeways the Konker KSM200 vibrates up to an indicated 125 km/h under 215 lbs of rider … after considerable run up. That top speed will have most enthusiasts rolling their eyes, but you don’t buy a 200 for freeway work.
 Neil shows off the latest in off-road fashion ...
For a new rider the Konker will offer a solid introduction to motorcycling, allowing for traverses between back roads and dirt riding without need for a trailer. Better, the KSM200 is stable and confident at highway speeds and the chassis feels like it could handle the power of an engine twice the current plant’s size.
At this point, one statistic shines through: 2.94 L/100 km (or for those of us who are old school, 80 mpg). Our riding was not gentle, it was not kind, and the Konker consistently offered this gas millage and better, sipping gently from the 10.6L tank without the indignity of riding a scooter.
Suddenly $4 of gas offers an entire day of backroads and trails entertainment rather than 15 minutes of short-lived Starbuck bliss.
UNCUT CORNERS
USD forks and a wave rotor disc. Fancy.
Ahead, the other riders are in conference; I touch the rear brake lever, bringing the KSM200 to a halt. Out back the finest in 1970s braking technology, the drum brake, won’t speak to enthusiasts. It’s not big on feel, but offers plenty of stopping power for a bike this size, and half the fun of a bike like the KSM200 is locking the rear wheel and sliding around anyway.
The front brake, however, makes up for the rear, with steel braided line, relatively good feel at the lever, and good purchase when the two-piston caliper puts the squeeze on the single 290mm wave rotor. I’d like to say the Kingstone tires, precambrian-soft and similar to the set Fred Flintstone had on his first motorcycle, bite in confidently, but they are one of the few whiffs of corner cutting on the Konker.
As you might expect, off road the street rubber doesn’t offer much grip, but fruit-fly light at 112.5 kg/248 lbs (claimed) the Konker doesn’t require loads of traction, and is perfectly happy cavorting down trails on rubber that would see bigger bikes stumble. Back on the paved road the tires are fine until the rains hit, then they betray a sketchy lack of grip leaving even confident riders shaking their heads.
Riding behavior is very good.
Making up for the low-grip rubber is well-sorted and relatively high-spec suspension (USD forks on a 200!) that soaks up bumps and potholes and maintains good connection with dirt or asphalt.
In comparison to other bikes around this price point, the suspension alone makes the KSM200 a standout. Overall the Konker’s mindset is one of well thought out economy.
Yes, there are a few tatty stickers waiting to peel away and inexplicably the kill-switch’s off position is inverse to every other bike I’ve ridden, but the switchgear looks like it escaped from a Honda parts bin. Plus the gauges offer a speedo, tachometer (rare on low-end dual-sports) and even a digital gear indicator - though the latter is hard to see in direct sunlight, it’s definitely new-rider friendly.
So is the detail.
The welds are tidy, the routing of the plumbing is clean, and there are little touches like a bash-plate and storage canister for tools and papers under the tail on the left-hand side. The mirrors could use longer storks placing them further outwards to provide a better rearwards view, but are stylishly shaped and fully adjustable.
Even the seat is relatively comfortable, a good thing as our test racked up over 800 km of on and off road riding. In total this bike is decidedly refined and pleasant, even before you take into account the price point.
And it’s not dorky looking. If I had a son or daughter at that “I want my bike license age,” the Konker would be top of my list for introductory wonders. Enough power to learn with, not enough for serious trouble, and enough visual appeal to keep the kids from being outcasts.
 The KSM200 can cross boundaries, but not barriers.
Indeed, the KSM200 crosses a lot of boundaries. Seeing the bike in action, a downtown Vancouver couple settled on his-and-his Konker KSM200s for urban and rural outings as they reintroduced themselves to riding.
THE PRICE IS RIGHT
By accident or design, the Konker KSM200 finds itself strongly positioned in the new rider’s market. Consider the competition: Honda’s sporty CBR125R weighs in at $3,599, offers one-season enjoyment and is about as useful as laminated herring off the pavement.
Or how about Suzuki’s directly comparable DR200SE, which is priced at $4,899 but then doesn’t even have the option of the supermoto 17 inch wheels?
King of the small capacity motorcycle mountain?
Even after outgrowing the Konker I’d be tempted to still keep it around for trails and city.
For an additional $600 Konker offers an off-road kit consisting of a bolt on 21" front and 18" rear wheel, shod in a well proven set of Kenda tires, complete with rotor, sprocket and rear drum brake – not that you can’t still have fun on gravel with the stock 17 inchers!
So you’ve got your road and dirt taken care of for a mere $3,595. If you’re comparing that to the CBR125R, then you’re still left with $4 for a tank of gas!
SPECIFICATIONS
|
MSRP |
$2,995.00 (plus $600.00 for the dual-sport 21"/18" wheel kit)
|
|
Displacement |
199.3 cc |
|
Engine
type |
Four-stroke, sohc, air cooled single |
Horsepower
(crank - claimed) |
16 ish
|
Torque
(claimed) |
14.5 ft-lb (@8,500 rpm)
|
| Tank
capacity |
10.5
litres
|
|
Carburetion |
26 mm Keihin CVK |
|
Final drive |
Five speed, chain drive
|
|
Tires,
front |
110/70-17
|
|
Tires,
rear |
130/70-17
|
|
Brakes,
front |
Single 290 mm disc with dual-piston
caliper |
|
Brakes,
rear |
Drum |
|
Seat
height |
787 mm (31 ") |
|
Wheelbase |
1404 mm (55.3") |
Dry
weight
(claimed) |
123 kg (271 lb) |
|
Colours |
Black and grey
|
| Warranty |
12
months
|
|
