Ktm 1190 Adventure
KTM 1190 Adventure
RIDING IMPRESSION
Big new adventure-tourer embraces electronics without losing its soul
KTM'S 1190 ADVENture marks a real turning point for the Austrian company. Never before has KTM had a bike so mainstream, so capable of going head-to-head with all of the players in the adventure-touring market. This includes bikes like BMW’s new water-pumper, the R1200GS, as well as the market-share-hungry Triumph Tiger Explorer, Ducati Multistrada 1200 and Yamaha Super Ténéré.
To compete on even ground with these machines, KTM shifted its approach to the popular adventure-touring category. In years past, KTM had foregone electronic rider aids (except ABS), luxury features and anything else that may have compromised off-road exploration. With the 1190, however, the company has added a comprehensive electronics suite to better compete with more tarmacoriented ADVs. And hardcore off-road riders will really like the R model, which features a 21-in. front wheel and an 18-in. rear, as well as revised chassis geometry.
Powerwise, KTM has stuffed a tweaked version
of the RC8 R superbike’s 1195cc, 75-degree V-Twin into the Adventure’s chromemo ly steel trellis frame. A twin-sparkplug (differentsize plugs) cylinder-head design works with forged aluminum pistons to help create an exciting, efficient package. The last RC8 R we tested produced 151.5 horsepower and 85.1 ft.-lb. of peak torque at the rear wheel.
At the press introduction in the Canary Islands, the 1190 Adventure impressed with its stout performance. It’s so powerful, in fact, that it’s the only ADV-oriented bike we know of that lofts its front wheel into crossed-up power wheelies when accelerating hard out of corners in second and third gears.
The new ride-by-wire ECU has four riding modes: Sport, Street, Off-road and Rain. These are complemented by Motorcycle Traction Control (MTC), with Sport, Street, Off-road and Off settings. Fuel delivery in every mode was well mapped, while
power delivery was always smooth and progressive.
As with the riding and TC modes, the braking system’s characteristics can be changed to suit your needs. Bosch/Brembo CombinedABS has three settings: Street, Off-road and Off. The system is linked front to rear, but not the other way around.
The final significant electronic system is the optional Electronic Damping System (EDS) that allows the 48mm WP fork and monoshock suspension settings to be changed via the LCD menus. Four rear preload settings can be selected: Solo, Solo with Luggage, Two-up and Two-up with Luggage. Similarly, three damping selections can be chosen: Comfort, Street and Sport.
The handling of the bike is a match for its engine. Frontend feel and grip far exceed what’s expected of the 19-in. front wheel/tire combination, and turn-in is crisp. The WP susnension keens
the bike from wallowing mid-corner, and the stabilityenhancing 61.4 in. wheelbase helps the Adventure feel planted in sweepers.
In everyday use and for touring, the 1190 is a far better motorcycle than the 990 it replaces. Wind protection, adjustable ergonomics and hightech features set it far ahead of the previous model. Our only complaint is the seat, which isn’t as well-padded as the one on the 990 Adventure we had ridden recently.
It’s clear that KTM has made a huge leap forward with the 1190 Adventure, a 2014 model that arrives this fall and has not yet been priced. This bike isn’t going after a small niche; it’s a full-frontal attack on the big adventure-touring segment. And by all accounts, it should succeed. □
Superbike performance V\Ieighs the same as a 990 Adventure All the electronic aids Too many electronic aids? Why does Europe get it first? Uncomfortable seat
