Echoes of Dakar
Riding North Africa to chase the ghosts of rallies past on the long-anticipated KTM 790 Adventure
Riding North Africa to chase the ghosts of rallies past on the long-anticipated KTM 790 Adventure
WWhat does it say about us that as much as we strive to live in civilization, we increasingly buy motorcycles built to escape it?
Well, everybody loves a vacation, right?
Up to now, there have been lots of ADV bikes built that are pretty good on vacation. We’d argue that KTM, though much later to the adventure-bike game than its biggest German rival, has done the best job of giving its bikes a harder edge.
In fact, KTM has always leaned on its Dakar Rally success to help connect the dots between race wins and its Adventure motorcycles. It sells the dream of shredding sand-swept deserts at breakneck speeds, even if you’re just using your bike to explore local dirt roads. Back in the days of the 950 and 990 Adventure models made from 2003 to 2013, there was a direct correlation to the Dakar-winning 950 of Fabrizio Meoni. But with the race rules mandating 450cc singles, it’s a stretch to connect the machines raced in modern rallies with 500-pound ADV bikes.
The 2019 KTM 790 Adventure and its even more rally-inspired R-model stablemate aim to get back some of that Dakar flavor. We were dropped into Morocco for the full effect, roosting through the same North African desert where the Red Bull KTM Rally Team spends its time training. Rally legends Marc Coma, Toby Price, and Sam Sunderland were on hand to lead our ride, along with Baja 1000 champ Quinn Cody and extreme enduro and ADV sicko Chris Birch. KTM absolutely pulled out all the stops to sell the rally connection. After one day, on the 790 Adventure R I bought it hook, line, and sinker.
This adventure motorcycle is the second KTM to be powered by the new LC8c. The 799cc, eight-valve, DOHC parallel-twin shares its architecture with the 790 Duke, but power delivery has been tailored to suit off-road adventure by using cam profiles optimized for low-to-midrange torque. KTM claims 65 pound-feet of peak torque for the Duke and Adventure, but the Adventure’s comes at 6,500 rpm, 1,500 rpm sooner than the Duke’s. The ADV bike gives up 10 peak horsepower to deliver 95 hp versus the naked street weapon’s claimed 105.
We have dyno tested the Duke and measured 95 horsepower and 58 pound-feet—at 7,870 rpm—of torque at the rear wheel, so it is reasonable to expect the same torque value at around 6,370 rpm from the Adventure. Calculating based on the Duke’s torque number gives an estimated 70 horsepower at the rear wheel for Adventure.
A forged single-piece crankshaft with a 435-degree bring order supplies the power delivery and sound character of a KTM V-twin, while vibration is quelled by dual counterbalancers—one in front of the crankshaft and the other in the cylinder head, driven by the exhaust camshaft.
No discussion of adventure motorcycles is complete without covering rider aids, and these bikes are loaded. Four ride modes tailor power delivery—Street, Off-road, Rain, or Rally—and are tied to KTM’s lean-sensitive Motorcycle Traction Control (MTC). Street and Rain work as you’d expect. Off-road allows the rider to break loose the rear wheel, but still controls slip, metering the throttle for controlled slides. Rally mode is an option on the standard model and included on the 790 Adventure R. This mode allows for 10 levels of rear-wheelspin, along with a choice of three throttle-response settings.
You can toss the bike around like a big enduro...
Adding to the safety suite is KTM’s cornering ABS. The default setting is for general use, but there is also an off-road setting, and riders can turn off ABS completely. Motor Slip Regulation bolsters rear-wheel stability while slowing, working as a sort-of electronic slipper clutch or reverse traction control when the road surface is so slick that there isn’t enough traction to engage the actual Power Assisted Slipper Clutch (PASC). Optional goodness includes Quickshifter + for clutchless upand downshifts, as well as cruise control.
Using the tightly packaged LC8c engine as a stressed member, the Adventure and Adventure R’s chrome-moly steel frame hugs the top of the engine to help centralize mass. A steel trellis subframe bolted to the main frame keeps weight low while allowing space for easy airbox access and filter replacement. A long, tractionand stability-enhancing open-lattice cast-aluminum swingarm can be used thanks to the shortness of the engine.
WP Suspension is fitted to both models, but differs in spec according to each bike’s intended use. A 43mm Apex open-cartridge fork is spec’d for the standard 790 Adventure, offering 8.7 inches of travel and no adjustments. Damping is split, one leg handling compression and the other controlling rebound. Matched to the 43mm fork is a spring-preload-adjustable WP Apex PDS (Progressive Damping System) shock connected directly to the swingarm and frame, giving 8.7 inches of wheel travel.
Suspension becomes longer and more dirt-ready on the 790 Adventure R. Travel of 9.4 inches is provided by a WP Xplor fork—the very same design fitted to KTM’s EXC-F dual-sports and XC-W off-road two-strokes. The Xplor fork also splits compression and rebound functions between the two legs, and each damping circuit is adjustable using dials at fork top. An Xplor PDS shock gives the rear wheel 9.4 inches of travel and is fully adjustable for preload, highand low-speed compression, and rebound damping.
Other differences? A taller and wider windscreen on the standard bike. The R gets a higher front fender and is furnished with a one-piece motocross-style seat with a claimed non-adjustable height of 34.6 inches. The standard bike features a two-piece seat that adjusts to 32.7 or 33.5 inches. It is possible to fit the adjustable seat to the R, giving a low position of 33.9 inches. Metzeler’s Karoo 3 tires were swapped for more aggressive Continental TKC80 Twinduro knobbies on the R model for extra traction in the sand dunes that awaited us on the scheduled off-road day. Hard numbers on the spec sheet also show the R has a 0.75-inch-longer wheelbase with more trail—4.3 inches versus 4.2—and a more relaxed rake at 26.3 degrees versus 25.9.
The most noticeable and welcome ergonomic feature is the low-slung tank. Fuel is kept low to centralize mass, and, more importantly, it makes for a narrow seat/tank junction. No adventure motorcycle feels this thin between the rider’s knees, optimizing body positioning for aggressive off-road riding. You can toss the bike around like a big enduro, thanks to the compact chassis and narrow feel. The 790 Adventure R has moved the ADV segment closer to dual-sport than ever before—and not just because of the excellent, dirt-ready rider ergonomics.
2019
KTM 790 ADVENTURE R
$13,499
2019
KTM 790 ADVENTURE
$12,499
Engine 799CC, LIQUID-COOLED, 799CC, LIQUID-COOLED, DOHC PARALLEL TWIN DOHC PARALLEL TWIN Claimed Horsepower \ 95 HP @ 8,000 RPM 95 HP @ 8,000 RPM Claimed Torque 65 LB.-FT. @ 6,600 RPM 65 LB.-FT. @ 6,600 RPM Front Suspension 48MM WP-USD FORK FULLY ADJUSTABLE; 43MM WP-USD FORK FULLY ADJUSTABLE; 9.4-IN. TRAVEL 8.7-IN. TRAVEL Rear Suspension WP PDS SHOCK; 9.4-IN. TRAVEL WP PDS SHOCK; 8.7-IN. TRAVEL Wheelbase 60.2 IN. 59.4 IN. Rake/Trail 26.3°/4.3 IN. 25.9°/4.2 IN. Ground Clearance 10.4 IN. 9.2 IN. Seat Height 34.6 IN. 33.5/32.7 IN. Fuel Capacity 5.3 GAL. 5.3 GAL. Claimed Dry Weight 417 LB. 417 LB. MSRP $13,499 $12,499
After spending time on the 790 Duke, I was worried the LC8c might be a little too revvy or high-strung for the 790 Adventure. Thanks to model-specific tuning, power delivery is spot-on. Right off the bottom, a torquey-yet-controllable snap pushes the 790 forward with authority. Lofting the front end over obstacles requires just a slight tug at the clutch. The engine’s willing grunt is perfectly suited for negotiating technical terrain. On the road, the engine felt busy at 90 mph—strange, as it is nowhere near the edge of its performance or rev range. Back it down to 75 mph, and it is much more relaxed feeling.
Rally mode is the star of the electronic-aids show. Nine levels of lean-sensitive traction control are at your disposal and it also can be turned off. Three throttle-response levels—street, off-road, and rally—allow the rider to finetune rear-wheel spin and engine response. In dirt on the R model, rally response and Level 2 TC, the second least intrusive, gave a full-on dirt-bike experience, with a safety net that I couldn’t detect but increased my confidence. TC off with rally response was the go-to set-up in the Merzouga sand dunes bordering the Sahara Desert.
Bosch 9.1 MP lean-sensitive ABS is sublime in function and better than any human can possibly be on street or dirt. I only shut it off completely because I could, but even in the deepest of sand and slickest of surfaces off-road ABS is amazing with its dirt-specific algorithm and ability for the rider to lock the rear wheel. Set it and forget it.
All of this makes for an excellent adventure motorcycle, but the WP suspension takes the 790 Adventure R to a level that no other ADV has achieved. This motorcycle is an off-road weapon, a wolf in orange clothing, and a revolution in the segment. The fully adjustable PDS shock eats up squared-edge hits that would normally have you wincing in horror as the metallic clanks of other bikes sound like screams for mercy. Even when you do find the bottom of the stroke, the rear tire stays on course and in line with the front.
The 48mm Xplor fork is even better than the shock. Running stiffer springs than the heavier 1090 Adventure R and 1290 Super Adventure R, the 790 Adventure R stays higher in the stroke. It has larger-diameter valving as well. This makes for massively plush initial travel while still allowing the fork to take big hits without drama. This fork works better than the one on KTM’s EXC-F dual-sport.
The Apex suspension on the standard model was less impressive. Just an hour on the 790 Adventure showed it to be plush and compliant on the road, but rear rebound damping gave a pogo-stick feel on bigger bumps. It was planted in dirt, but the rear-end kick was even more noticeable. It’s capable, but not epic like the R.
After chasing Chris Birch through the Sahara for a fast, rock-strewn, and bump-hlled day on the 790 Adventure R, I can absolutely say it sets a new standard in the adventure segment for dirt-worthiness. The low center of gravity, narrow chassis, great ergos, impressive engine, and unbelievable suspension will put all other ADV bikes on their heels in the dirt. KTM’s rally genes shine through in nearly every aspect; the dream is much closer to reality than ever before.
