Ktm 990 Adventure R

KTM 990 ADVENTURE R

CYCLE WORLD TEST

If you can't get there on the R, you can't get there

BLACK CONNER

IT'S FUNNY THE THINGS YOU SEE WHEN YOU GET OFF THE BEATEN path and explore beyond the edges of the asphalt. The wellworn tracks of our daily routine are so familiar and ingrained that we rarely see what is really going on around us. But venture out into the unknown and you can see and experience a whole new world. That in itself is perhaps what draws so many to dual-sporting and adventure touring.

There are many different options when selecting a machine for this type of riding. Bikes range from lightweight street-legal enduros that allow exploration of the most extreme terrain to big-bore adventurers that are very comfortable on the road and surprisingly capable off it. The KTM 990 Adventure R fits into the latter category. What other type of bike can take you from the sea to the salt flats or from the lowest deserts to the highest mountains and, above all, do it comfortably in a day’s ride?

Austria-based KTM definitely specializes in dirt-capable machinery, offering no fewer than 20 models that like their tires on dirt-and that’s excluding its motocross and youth bikes. In the world of big bores, the Adventure-as a carbureted 950 when introduced in 2003 and now in fuel-injected lOOOcc guise-has for some time been regarded as a class leader, the 950 version winning Cycle World's “Anywhere, Anytime” adventure-bike comparo back in May, 2006.

The new-for-2009 Adventure R-which is the longer-travel, über-oñ-roaá version that replaces the previous S modelwill change the way you think about getting places. This test is a perfect example: Photographer Jeff Allen and I picked a shooting location that we thought was a perfect match for the KTM; it just happened to be 400 miles away from the CW offices in Newport Beach. So we set out on an 800-mile journey across the high deserts of Southern California. Of course, it would almost be a crime to stick to a tarmac-only route, so we zigzagged our way from Orange County all the way to Lone Pine-a small California town between Death Valley and Sequoia National Park-seeking out fireroads, sheep trails (literally!), dry lakes and dirt secondary roads.

We’ve said this before, but we have to say it again: If you had to own just one motorcycle, a bike like the Adventure R could easily fill that role.

Start with its flexible and stout engine. The updated 75degree, lOOOcc liquid-cooled V-Twin has excellent power characteristics. Our testbike pumped out 96.2 horsepower and 62 foot-pounds of torque on the CW dyno. Not only are the peak numbers a big improvement over those of the previous carbureted model, but the Keihin EFI helps the mill produce a satisfyingly linear output with a dip-free torque curve. Aiding this cause are new cam profiles and reshaped combustion chambers, new pistons and a revised crankshaft, all applied to the standard Adventure. This latest R version has additional ECU and cam upgrades over the standard model that are said to give it a 9-horsepower boost.

On the road, this engine performance makes for serious passing power and enough go to keep up with the sportbike crowd. Yet off-road, delivery is very smooth and predictable enough to allow the big, 490-pound bike’s rear tire to be stepped out on demand in nice, controllable slides. When tiptoeing over tighter trails, the spot-on fueling makes picking through rocks and other obstacles drama-free. Deep sand doesn’t faze the 990 one bit, either. So much power is on tap that the engine note barely changes as the bike plows right through the soft stuff.

All that power is great, but a key performance advantage of the Adventure (versus more street-oriented competition like BMW’s R1200GS) is the chassis design, particularly in the case of our R model testbike with its uprated suspension. At the front is a fully adjustable 48mm WP fork with 10.4 inches of travel (compared to the standard model’s 8.3), while a fully adjustable WP shock with a large, easy-to-access preload-adjustment knob allows fine-tuning of its 10.4 inches of travel. That added suspension also gives the bike 11.6 inches of ground clearance, 2 more than the standard model. Of course, this comes at the price of a really tall, 36.5-inch seat height, meaning tippy toes only at stops, even for six-footers. But, as we discovered, the KTM feels more like an enduro in the dirt than any other big adventure bike we’ve tested. Sure, it’s heavy, but it hides that weight effectively.

And while off-road-worthiness seems to have been the bike’s primary development focus, on-road manners weren’t ignored. On twisty sections of asphalt in the mountains above Los Angeles, the Adventure R proved to be a capable mount. The wide bars combined with stable steering geometry (26.6-degree/4.7-inch rake/trail) to allow a quick pace that can give serious fits to repli-racer riders you encounter.

Standard rubber is Pirelli MT 90 dual-sport tires, but the 21-inch front and 18-inch rear rims allow fitment of moreaggressive knobbies if expected travel involves more dirt than asphalt. In our case, the semi-knobby Pirellis proved to be a good compromise. Negotiating a “four-wheel-drive only” pass into Death Valley from the west, which involved some pretty rocky terrain, the Adventure was composed and stable and grip was good. Off-road agility and control were only hindered by the tires to a noticeable degree when attacking a couple of long sand-whoop sections near El Mirage Dry Lake. Same goes for trying to get the bike stopped quickly on loose surfaces.

Surely the brakes weren’t to blame in the latter case. A pair of 300mm Brembo discs up front and a 240mm unit out back are pinched by two-piston calipers all around. The big difference compared to the standard model is the lack of an ABS system on the more off-road-oriented R. Stopping performance was quite good on the asphalt, while feel from the front brakes allowed easy modulation in the dirt. Real knobbies would, of course, make for more effective use of these great brakes when riding off-road.

There are very few items, if any, that you would need to add before setting off for a multi-day ride. The Adventure R comes equipped with a tall and very effective windshield that protects the rider while seated or when standing on the rubber-topped footpegs. Plastic handguards are standard but aluminum-reinforced units would provide improved crash protection. Forged aluminum rear brake and shift levers are light and should prove far more durable than cast versions.

A centerstand is standard, allowing easier tire repair or chain maintenance at home or in the middle of nowhere. Another nice touch is the high-quality tapered aluminum handlebar, which is clamped by adjustable mounts bolted to a forged top triple-clamp. Desert riders may want to fit a steering damper, as we did get some headshake at speed in the whoops. A revised cockpit features a new multifunction dash with an LCD information screen, includ ing twin tripmeters, reserve fuel countdown, clock, ambient temperature, engine temp and an analog tachometer, in addition to

the typical warning lights. Other new features include a dash-mounted 12-volt power outlet and hazard flashers. The dash setup also facilitates GPS mounting just behind the windscreen. A small tank-top compartment is big enough to store items such as a toll transponder, a cell phone or a digital-music player. A comprehensive, high-quality toolkit is located under the seat.

Ergonomics are excellent (with great handlebar location) for off-road riding seated or standing, and the bike is quite comfortable for long stints on the highway. The saddle itself is firm but wide enough to offer good support, while footpeg placement is neutral and relaxed. The twin matte-black plastic

fuel tanks, with a combined 5.8-gallon capacity, were never a hindrance between the knees despite their large appearance. Although a full fuel load is quite heavy (more than 36 pounds), the Adventure carries the weight well. And with the bike’s roughly 40-mpg fuel consumption, you can ride a long way. Running 165 miles on the main tank is pretty typical, and reserve is a little more than a gallon, so pushing it to 200 miles between gas stops isn’t out of the question.

KTM offers an extensive list of accessories: side cases and top boxes, crash protection, heated grips, GPS mounts, Akrapovic slip-on exhausts and optional seats. If you can’t find what you’re looking for there, companies like Twisted Throttle (www.twistedthrottle.com) orTouratech (www.tour atech-usa.com) have piles of aftermarket offerings for the Adventure series.

Even if you ignore the R’s taller stature, you still won’t mistake it for the standard model, as the bodywork is void of glossy surfaces other than the side numberplate graphics, white front fender and logos. Plus, the frame is orange rather than black. More important for the truly serious adventure rider are the performance differences, namely the improved suspension, power boost and greater off-road capability, all for a price that, at $15,498, is only $100 more than that of the regular Adventure.

Riders seeking true adventure will most appreciate this bike. If you want to spend more time talking about where you’ve been and what you’ve seen than riders who are trapped on asphalt, the Adventure R is your bike. □

KTM ADVENTURE R

$15,498