Driving report KTM Adventure-S

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Driving report KTM Adventure / S

Halali!

The end of the closed season is approaching. With two sharp devices, the Adventure and the Adventure S, KTM plans to hunt in the traditional areas of BMW and Honda from the end of March.

The prey is clearly in their sights: They are the well-fed forest-and-meadow enduros, whose names promise freedom, wilderness and adventure, but which rarely dare to venture into real thickets or deep mud. Instead, they prefer to roam in packs in the network of alpine passes. A special strategy should bring the adventure as many trophies as possible. Not the persistent chase over hundreds of kilometers to wear down the opponent – because that should be difficult in view of their condition – but the short, wild chase over twisted terrain. Or, even better, the sprint duel away from the paved slopes.
Because that is what distinguishes the Adventure from the well-known two-cylinder enduros: It is a true enduro with a truly sporty attitude, 95 percent identical to the successful Dakar rally machines. Which means in plain language: If you have the desire and courage, you are welcome to jump over a full-grown shifting dune, hop down a two-meter cliff edge or jump over a meter-deep ditch at full throttle. In such maneuvers the pilot has a real chance of survival. Nobody has to worry about the material, no fork will buckle, no wheel will explode, no spine will burst. Apart from the unfortunate Highland attempt, such a concept has never existed in this genre.
The journalists were able to get an impression of these unique capabilities in the two-cylinder enduro segment at the presentation of the first series machines in southern Spain. In just a few weeks, Adventure will be available in significant numbers; The Austrians would like to sell a good 1,000 pieces to men or women in Germany in 2003. MOTORRAD was able to try out a pre-series copy in September (see issue 21/2002). Little has changed compared to the development stage at that time. The plastic presents itself in a refined form and paint, a small, practical, but unfortunately not lockable storage compartment between the tank caps has been added. Another new feature is the Adventure version without S, with suspension travel cut by 35 millimeters. Primarily to reduce the otherwise respectable seat height of the S from 915 to 880 millimeters.
Secondly, there are noticeable differences in driving behavior on and off-road. The S-loose, low Adventure is by no means unsporty, it should be vastly superior to 1150 GS and Varadero in parforce hunt over hill and dale. However, when it gets a bit uncomfortable and bobbing wheels and shaking handlebars remind you to exercise moderation, the S version pulls away easily.
In terms of handling and weight, the low Adventure is at least on par, and even has an advantage in certain trial-like off-road situations. The few centimeters less suspension travel then have a positive effect, the center of gravity is lower, the feet are closer to the ground. What applies to seat height and suspension travel also applies to ground clearance. The Adventure is less, which is why it sits on the solid cast aluminum engine guard earlier. The limited steering angle is more annoying in such extreme situations.
On the road, the ground clearance is more than sufficient with both variants. Before anything threatens to hit the ground, the roughly profiled Pirelli Scorpion, specially developed for KTM, rubs away gently and predictably. A lot of fun, which, like the transverse braking deep into the curve, can be beautifully controlled thanks to the excellent Brembo stoppers.
Both KTMs are typical enduros, which not only gives fans of long suspension travel a lot of joy. Due to the precise steering as a result of the large, narrow front wheel, the line can be corrected almost at will without great effort, even a violent braking maneuver in an inclined position does not throw the Adventure off the track. The lower version is noticeably easier to handle on the road, and the rocking effect when accelerating and braking is less due to the reduced spring travel.
I.Somehow the driving behavior of the big Adventure is reminiscent of the LC4 single-cylinder, if it weren’t for this aggressive, powerful engine. The LC-8 engine races through the speed range because of the low centrifugal masses that you can barely keep up with shifting. Certainly, the sustained boost that a BMW offers is missing in the lower area. If you want to glide through the winding curve in high gear at low speeds, you will miss torque. Below 3000 tours it jerks unwillingly, not much goes up to 4000, but from 5000 the KTM eight-valve engine gets really greedy. Nobody will seriously criticize the almost 100 HP peak power, with Tacho 200 – screw the helmet screen tight – it is far from over. The interested party has to clarify two important questions. Is he mentally and physically strong enough for this aggressive bogeyman motorcycle? And can and will he shell out at least 12,300 euros? Lots of money for which there is real value and unlimited fun.

Technical data – KTM 950 Adventure

Engine: water-cooled two-cylinder four-stroke 75-degree V-engine, transverse crankshaft, one balance shaft, two overhead, chain-driven camshafts, four valves per cylinder, dry sump lubrication, constant pressure carburetor, Ø 43 mm, electric starter, battery 12 V / 12 Ah, bore x stroke 100 x 60 mm, displacement 942 cm3, rated output 72 kW (98 PS) at 8000 rpm, max. Torque 95 Nm (9.7 kpm) at 6000 rpm Power transmission: primary drive via gears, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain, secondary ratio 42:17. Chassis: tubular steel frame, screwed aluminum frame rear, upside down fork, guide tube diameter 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum profiles, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, Ø 300 mm, double-piston calipers, disc brake at the rear, Ø 240 mm, double-piston caliper . Spoked wheels with aluminum rims 2.15 x 21; 4.00 x 18 tires 90 / 90-21; 140 / 90-18 Pirelli Scorpion A / T tires Chassis data: wheelbase 1575 mm, steering head angle 63.4 degrees, caster 119 mm, spring travel f / r 230/230 (265/265) mm. Dimensions and weightsSeat height 880 (915) mmWeight dry 198 kgGround clearance 281 (316) mmTank capacity 25 litersWarranty for two years with unlimited mileageColor: Silver (Orange) Price without additional costs 12290 (12490) euros

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