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• Ready to race – whatever else
• More pressure in the middle
• Low seat height, lively twin
• Practical chassis tuning
• Neutral and stable
• The R version can also handle rough terrain

KTM

32 photos

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How do the KTM 790 Adventure and the even sharper R variant on the first test drive?

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The new Adventure weighs just 209 kilograms with a full tank.

Peter Mayer

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Both model variants were quite convincing on the first test drive.

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The R variant is much more suitable for off-road driving.

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KTM charges 13,399 euros for the R variant.

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This makes it 1,000 euros more expensive than the basic model.

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The ground clearance has been increased by four centimeters on the R..

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In addition, the spring elements are adjustable.

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The chassis shines especially on very uneven terrain.

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On the road, however, this setup feels a bit tight.

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It inspires both off-road and on the road.

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Adventure fans are ultimately spoiled for choice. Both bikes have a lot of potential.

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KTM presented the new 790 Adventure models at EICMA.

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The 790 Adventure is offered as Adventure and Adventure R..

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The Adventure R relies on 240 mm of travel at the front and rear.

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The ground clearance is 263 mm, the seat height is 880 mm.

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The curb weight should be 189 kilograms.

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The tank, which is pulled down far, should hold 20 liters of fuel.

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The Adventure models are intended to set standards for off-road capabilities in the middle class.

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The LC8c in-line 2-cylinder with 799 cm³ has been retuned for use in the Adventure models in order to deliver a lot of torque in the lower speed range.

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KTM speaks of 95 hp and 88 Nm torque.

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In addition to the R, the Adventure is also offered in a standard version.

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Here the spring travel is just 200 mm at the front and rear.

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The ground clearance drops to 233 mm.

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The seat height is 830 mm (850 mm).

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The Adventure models are equipped with a complete package of driver assistance systems that are easy to operate and activate using the menu switch mounted on the handlebar.

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A colored TFT display sits in the cockpit.

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Prices for the new Adventure models have not yet been announced.

Driving report KTM 790 Adventure / R (2019)

Ready to race – whatever else

With the 790 Adventure and 790 Adventure R, KTM is launching two new mid-range enduro models. We’ve both been able to drive in Morocco.

Your strongest argument brings them 7th90 Adventure on the scales: 209 kilograms with a full tank. Assuming that the Austrian engineers are true to the facts, the Austrian undercuts the competition in the mid-range enduro segment around the BMW F 850 ​​GS and Co. by at least 25 kilograms with this value.

More pressure in the middle

There is no doubt that KTM is serious about the new 790 Adventure. Ready to race. The Adventure has been casting its shadow for a year. Because with the 790 Duke, the KTM model planners successfully mixed up the mid-size nakeds last season.

KTM

Technically, the Adventure is based on the KTM 790 Duke.

The little naked woman instantly became the best-selling KTM in Germany. The Duke also provides the technical basis for the Adventure. The only difference between the frame and the Duke counterpart is that it has a flatter steering angle (64 instead of 66 degrees); the swing arm has been adopted unchanged. The row twin also comes from the Duke. Changed valve timing, longer intake snorkel and adapted mapping readjust the twin for more pressure in the lower and middle speed range. The maximum torque should be 1,000 revs earlier, i.e. at 6,900 rpm instead of 7,900 rpm. Ten hp of peak power were sacrificed for this. Instead of 105 hp in the Duke, the two-cylinder in the Adventure only produces 95 hp. This is standard for the class and is also a prerequisite for the limited-performance 48-hp version for beginners with an A2 driver’s license.

Low seat height, lively twin

Turn the ignition key, press the button and the Twin starts babbling. Instead of the 90 degrees usual with the current series wins, the crank pin offset of the crankshaft is just 75 degrees. The driver sits just 83 centimeters high on the two-part bench of the Standard Adventure. In the travel enduro segment, you only reside even lower on a Ducati Multistrada.

Peter Mayer

The new 790 Adventure has a certain rally feeling.

And the comfort? Not a Honda Africa Twin sofa, but acceptable. The ensemble of windshield, fittings, handlebars and tank diverts hypnotizing thoughts, inevitably conveys a rally feeling. Quite in a positive way. The slightly cranked, six-way adjustable handlebar is easy to use, the servo-assisted clutch can be pulled as light as a feather, and the thin rubber grips give you a sensitive grip. And it sits more on than on a motorcycle. Travel quietly? You could. But you don’t want to. Because despite the tamer control times, the engine remains emphatically lively, stimulating to tighten the e-gas. Also because it jerks hippily when strolling around below 3,000 rpm. So gas and with the formidable Quickshifter (surcharge: 389 euros) seamlessly quilted the aisles. Then the 790 comes to life.

Practical chassis tuning

Is it really stronger than the Duke at mid-rev? The answer is difficult without a direct comparison. But pressure has never been missed at Duke. Depending on your taste, the throttle response can be adjusted in the four driving modes from delicately gentle to radical. The coordination of the cornering ABS and the lean angle-dependent traction control is already stored in the various modes.

KTM

The Adventure bench is adjustable.

And the landing gear? The non-adjustable fork is responsive and practical. Well. At the rear, the monoshock, which can only be adjusted in the spring base, is more sporty. With a taut spring and relatively soft damping, the directly hinged shock absorber can handle rough bumps well, but responds a bit stubborn to fine waves or asphalt patches. The bottom line is that the comfort is okay. In the lower of the two seat positions, the knee angle is a bit narrow. The seat is quickly clicked in two centimeters higher (seat height then 850 mm). The difference is clearly noticeable. However, also with the wind protection. Even with the windshield (height adjustable by 40 mm) in the highest position, the head of drivers over 1.80 meters is fully in the wind. At least there is no higher disc in the KTM Powerparts program.

Neutral and stable

In alternating curves, the 790 trumps with its relative flyweight, tilts effortlessly in an inclined position, steers neutrally with the narrow front tire (90 / 90-21) and pulls its line stably – not least because of the flattened steering head angle.

KTM

The Adventure is available from 12,399 euros.

How the new one drives in pairs, with suitcases and ultimately also in the demanding winding European curves, could not be verified during the presentation on the slippery and mostly straight roads in Morocco. The slender 790 undoubtedly has the systems for a good debut in the highly competitive mid-range travel enduro segment. An attractive and market-driven price of 12,399 euros (plus additional costs) too.

The R version can also handle rough terrain

For globetrotters, extreme travelers or simply those who are serious about off-road trips, KTM has provided a hardcore version of the basic model with the Adventure R. The differences: High-quality spring elements with adjustable tension and compression damping with 240 instead of 200 millimeters of spring travel. Ground clearance increased by four centimeters, one-piece seat (seat height 880 mm), front fenders mounted on the fork bridge, low windshield and large tires (Metzeler Karoo3). The surcharge: 1,000 euros (13,399 euros).

Peter Mayer

The new 790 Enduros convince at first contact.

The first impression: In terms of responsiveness and reserves, the suspension, also supplied by the group subsidiary WP Suspension, separates worlds from the standard Adventure. Together with the coarse tires, they transform the 790 into a veritable power bush runner. The chassis can easily handle even the worst terrain and offers the best punch reserves in its class. On the road, this set-up feels tight, but still sufficiently comfortable. The lively engine also shines off the road. Power drifts can be optimally controlled – also thanks to the traction control, which is finely adjustable in 9 levels. With so much off-road potential of the R model, it becomes all the more interesting how adventure fans ultimately decide. In Mattighofen, a third of all 790 Adventure models will roll off the production line as R models.

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