Declarations – 24H Motos 2017 – RAC41 (13th): The team has once again proven its professionalism and its will to succeed – HONDA Occasions

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KTM 1190 Adventure R and BMW F 800 GS Adventure put to the test

What good are the enduros off-road and on the road?

The KTM 1190 Adventure R and BMW F 800 GS Adventure want to expand the range of use of the travel enduro with a powerful shot of off-road. The duo should not only do well on country roads, but also off-road. How far does the excursion go??

M.An could now argue about whether it makes sense to get a clunky SUV in the big city. Also about whether a travel enduro in this country has to be equipped for a weekend trip over Dakar. But you could also say: What is allowed is allowed. For example, almost a third of the bestselling BMW R 1200 GS has been sold in the Adventure version for years.

KTM 1190 Adventure R and BMW F 800 GS Adventure put to the test

What good are the enduros off-road and on the road?

KTM 1190 Adventure R 900 euros more than its civilian sister

So they fit in with the times, the two youngest adventurers. With the R model of the new 1190 Adventure, KTM is providing an off-road offshoot. 18 or 21 inch wheels (instead of 17/19 inches), manually instead of electronically adjustable spring elements, longer spring travel front and rear (220 mm instead of 190 mm), one-piece seat and standard crash bars upgrade the machine. The price for the KTM 1190 Adventure R: 14,895 euros – 900 euros more than its civilian sister.

Animated by the success of the Boxer Adventure, the Bavarians are also putting the F 800 GS in their adventure costume for the first time. Since the standard version rolls on off-road wheels (17/21 inches) anyway, the Adventure differs mainly in terms of a larger tank (24 instead of 16 liters), crash bars, larger windshield and a lush, padded bench seat – and also has overload. At 12,050 euros, it costs 1,300 euros more than the basic version. In the tested Launch Edition (box, top case, navigation system, main stand, heated grips, etc.) the cost is at least 14,850 euros. By the way: Because the Adventure with the new boxer engine will not be presented until next year, this duel is transformed into a concept comparison, as it were. 800 against 1200 cm³ displacement, 85 against 150 hp.

And is the adventure premium worth it? Can you really do more off-road? Do the qualities suffer on asphalt? A tour of the French Maritime Alps with the KTM 1190 Adventure R and F 800 GS Adventure should clear it up.

Country road

Jahn

Concept comparison adventure enduros: BMW F 800 GS Adventure versus KTM 1190 Adventure R..

Travel or lawn? Preferably both. After comfortably covered sections of the motorway, the adventure enduros should also whet the appetite for the well-tended country road twist. The KTM 1190 Adventure R and the BMW F 800 GS Adventure manage the balancing act?

Espace Loisirs Boade is emblazoned with a large sign on the small department road to Castellane. We made it. Finally. Here, on an officially approved, 1000 hectare off-road area, the final excursion into the terrain with the two adventure enduros will take place. In order – as I said – to fully explore the limits. Those of the bikes and probably from us too. But not until tomorrow. Because today we already have nine hours on the motorway and another three hours on the country road behind us.

KTM 1190 Adventure R amazingly comfortable

Are they really that different from their civilian sisters, the two adventurers? The first ascent after breakfast brings a divided echo. The 90 centimeter seat height of the BMW (basic version: 88 centimeters) is formidable, almost a record. With the BMW, however, they are only due to a significantly thicker seat cushion. Spring travel and spring stiffness remained identical. Still, the end justifies the means. It feels fluffy in the new saddle. The memories of the somewhat narrow seating of the series F-800 are as if wiped away. A progress that, by the way, also applies to passengers. Spacious and with an open knee angle, he sits on the Bavarian, incidentally, does not even come into conflict with the tank in the rear, which is much more bulky due to the additional volume.

The KTM 1190 Adventure R feels more ascetic in this regard. Probably to compensate for the two centimeters longer spring travel, the seat upholstery stretches thinly over the one-piece seat and, with a seat height of 88 centimeters, undercuts the BMW. Nevertheless, it accommodates the chauffeur and co-pilot surprisingly comfortably in the long term. But the KTM driver initially strangers. The front, which now towers higher due to the 21-inch front wheel, noticeably straightens the seating position on the Austrian, reducing the perceived contact with the front wheel. An advantage off-road? We will see.

Because the harsh off-road conditions of the KTM 1190 Adventure R fell victim to the standard electronically adjustable spring elements in the basic version. The R-Pilot therefore has to compensate for the load in the stylish aluminum cases with a handwheel on the shock absorber. The damping adjustment on the monoshock and fork is also carried out manually in the old fashioned way. In principle, this does not have to be a disadvantage with the well-known high-quality spring elements from WP Suspension. Especially since the spring strut of the BMW F 800 GS Adventure can only be changed using the hand wheel and the electronics, generously called ESA, only change the rebound damping. The Bavarian’s fork is not adjustable anyway.

The Baby-GS draws its line cleanly

Jahn

KTM 1190 Adventure R..

Which doesn’t really bother them on the expressways. The Baby-GS draws its line cleanly, ensures comfort with its better seating comfort and the higher, steeply erected disc in the Adventure edition. However: Your parallel twin is currently rough on the motorway. Especially at higher speeds, the synchronous rattles audibly despite its vibration-reducing auxiliary connecting rod, reduces the view in the rearview mirror to a distorted image and could take an example from the KTM 1190 Adventure R engine. The 75-degree V2 is lively and cultivated on the e-gas, giving the pilot an omnipresent sovereignty with the immense reserves of 146 hp – measured on the MOTORRAD test bench.

It is obvious that the 88 hp BMW – also measured – cannot compete with the Austrian in this regard. They are still enough for a decent travel cut. It won’t get any faster with the KTM 1190 Adventure R. Because the smaller windshield of the R edition arouses longing for the higher accessory touring windshield (119 euros) even in the highest position from around 150 km / h – and lets the BMW catch up with the KTM in terms of travel qualities. Yes, even tie at the gas station. Because the GS combines a moderate 4.4 liter consumption and 24 liter tank volume to a range of well over 500 kilometers. A value against which the really thirsty KTM 1190 Adventure R with a consumption of 5.6 liters does not find the right arguments despite its 23 liter tank.

Unless on the country road. Because that’s where the KTM 1190 Adventure R blossoms. With the lively engine and playfully smooth fittings, it really challenges the brisk ride. With empty suitcases and a full tank, you can’t tell in the slightest about its impressive fighting weight of 254 kilograms (basic version with comparable equipment: 248 kg) and swivel from one inclined position to the next. With one caveat: due to the high front, the R edition does not convey the feedback from the front wheel that is familiar from the standard adventure. The steering precision, which should actually benefit from the narrow front tire, is not superior to its civilian sister. Nonetheless, the suspension set-up provides sufficient comfort even with the harder springs used in the R version, and the damping, which can be adjusted over a large range, keeps the KTM 1190 Adventure R on race even on the worst of slopes – and the BMW at a distance.

Enduro

Travel enduros in comparison test part 1

Travel enduros with 19-inch front wheels tested

read more

Enduro

Comparison test of travel enduro bikes, go 2 – Sporty 17-inch fun bikes

Ducati Multistrada 1200 S Touring, Kawasaki Versys 1000, Triumph Tiger 1050 Sport

read more

Enduro

Travel enduro comparison – grand finale

BMW R 1200 GS in comparison test

read more

Jahn

BMW F 800 GS Adventure.

Because at 255 kilograms, the F 800 weighs almost as much per kilo as the KTM 1190 Adventure R, so it struggles with a little more than half the power not only on mountain and valley climbing in the Maritime Alps, but also on the sprint out of the Turn away noticeably. The two-cylinder, which accelerates so smoothly, looks strenuous in these situations, and on top of that, it cannot be coupled and shifted as playfully as the KTM – and it cannot make up for this deficit with better steering precision and comfortable suspension. After the stalemate in the travel standings, victory in the country road competition therefore goes to the KTM 1190 Adventure R..

Final scoring road

Travel rating

1. BMW F 800 GS Adventure and KTM 1190 Adventure

Country roads scoring

1. KTM 1190 Adventure R
2. BMW F 800 GS Adventure

Offroad

Jahn

Concept comparison adventure enduros: BMW F 800 GS Adventure versus KTM 1190 Adventure R..

With their additional off-road qualities, travel enduros cover the largest range of applications of all types of motorcycle. The two adventure editions especially. What’s off the road?

The next day. We are standing in front of the workshop of the professionally equipped enduro site in Boade (www.boade.com). The cases have been dismantled, mechanic Laurent swaps the soft enduro tires from the KTM 1190 Adventure R and F 800 GS Adventure for the rough off-road classic Continental TKC 80. The move borders on overkill. Hardly any enduro rider will change tires before the gravel pass. But now it’s a matter of exploring the limit. And one thing is clear: Softenduro tires such as Michelin Anakee 2 (BMW) or Conti Trail Attack 2 (KTM) have nothing to do with off-road excursions, they give in at the first moist crumb of earth. And the huge area, which is actually designed for enduro and trial competition pilots, promises many a challenge with its enormous height differences.

88 or 100 hp off-road

Oops, it’s not just soft enduro tires that don’t like water. Even the first splashes transform the footrests into slippery standing places. Turn around, in Laurent’s workshop we unscrew the rubber pads in a few simple steps. Next try. It’s amazing how much more precisely the narrow 21-inch front wheel controls the KTM 1190 Adventure R on gravel than the 19-inch counterpart of the basic Adventure. The gravel path leads steeply uphill. Where is the performance? The traction controls literally stall the engines.

We switch to off-road or enduro mode on both machines. With this, the engine management changes the V2 of the KTM 1190 Adventure R to 100 hp peak power and a softer throttle response, the chassis electronics allow more slip with traction control and ABS. In the less electrified BMW, only slip and ABS control are adjusted. Obs really needs so many bits and bytes in nature.

At least things are progressing now. The looser the terrain, the more the twin of the BMW stands out. It’s great how discreetly the 800er pushes, how wonderfully it can be dosed like a trial engine and how effectively it generates propulsion. The traction control usually has a break. Despite all the electronic tranquilizers, the engine of the KTM 1190 Adventure R cannot match the speed of the BMW drive. He works his way through the rev range vigorously and has to allow the traction control, which flashes violently in the display, to plan his torque mountain even with moderate pull on the cable.

Of course, both are making progress. And huge. 88 or 100 hp are more than all current Dakar cars have in store. In this respect, the gravel splashes meters high, subjectively narrowing the vibrating slope to a narrow tunnel. And where is the emergency exit? Because deep bumps lift the enduros and bring the limits of the suspension to mind. On the KTM 1190 Adventure R the fork locks up quite early, on the BMW the shock absorber sounds the alarm first. Too fast, too wild? No, rather too difficult.

When the crowd tips over, all is lost

Jahn

The BMW is the better motorcycle off-road.

A total weight of just under five hundred pounds in each case challenges the chassis on the bumpy terrain, and the impressive seat heights the pilot. With every balancing act over slippery stones or even when simply turning, the foresight, foresight and caution questions all plans. Because: If the crowd tips, everything is lost. Standard crash bars or not. Especially since both the engine protection plates could be more pronounced. The exhaust manifolds below are not fully protected on both the BMW and the KTM 1190 Adventure R. And in this weight class, even 25 centimeters (KTM) or 22 centimeters (BMW) of ground clearance are quickly used up.

In general, the more specific and, ultimately, more practical – keyword enduro hiking – the use is canceled, the more the dimensions of these travel enduros come to the fore. Subjectively, the BMW conveys a safer, more balanced driving experience than the KTM – possibly due to the more centrally located tank and the more compact engine. By the way: the F 800’s bulky fuel tank is hardly a problem and doesn’t force you to bow your legs when standing. Back to the KTM 1190 Adventure R. Even the R model of the new 1190 is a long way from the legendary 990 Adventure, which was highly praised for its off-road qualities in last year’s MOTORRAD travel enduro comparison test (issue 12/2012) . It can’t be due to the difference in weight. The 990 weighed just 237 kilograms less than the 1190 Adventure R without a case. The basic version of the Adventure, which is designed for use on asphalt, seems to have slowed down the off-road affinity of the R model.

Speaking of brakes. Anyone who – despite disproving measurements by MOTORRAD – still had doubts about the performance of ABS off-road will be convinced by now at the very latest. Above all, the KTM 1190 Adventure R shows what can be done off-road with the braking system, which is essentially designed for the road, and the latest control technology. In off-road mode, the Bosch / Brembo combo enables emergency braking, even in the worst of terrain, which even an experienced off-road expert cannot do better on a battered parquet. The fact that the ABS is switched off in this setting on the rear wheel is more a matter of taste. BMW’s Enduro ABS goes one step further. Its aggressive control allows an enormous amount of slip and thus delays brutally. Especially in the final braking phase and in deep or gravelly ground, the BMW therefore requires an experienced driver to keep the front wheel, which is slowing down hard, on course.

In the sum of all properties, the BMW pushes itself off-road with more pleasant handling and above all with the supple parallel twin that is ultimately responsible for the enormous traction strength of the GS in front of the KTM 1190 Adventure R. Its consolation: this side of hardcore off-road use, that is while enjoying enduro hikes, the differences between the two machines melt to a minimum.

Final ranking offroad

1. BMW F 800 GS Adventure
2. KTM 1190 Adventure R

Conclusion

Jahn

The KTM wins the country road ranking, the BMW the off-road ranking and on the trip they both meet at eye level.

travel

1st place:
BMW F 800 GS Adventure and KTM 1190 Adventure R.

Country road

KTM 1190 Adventure R. 1st place
BMW F 800 GS Adventure place 2

Offroad

BMW F 800 GS Adventure 1st place
KTM 1190 Adventure R. place 2

The KTM wins the country road ranking, the BMW the off-road ranking and on the trip they both meet at eye level. That is surprising. Because while BMW made the F 800 more travel-friendly, KTM expanded the range of uses of the Adventure with the KTM 1190 Adventure R in the direction of off-road. The result allows only one explanation: It is the basic design orientation that determines the strengths of the concepts.

Technical specifications

Jahn

BMW F 800 GS Adventure versus KTM 1190 Adventure R..

Bmw KTM engine 
type design Two-cylinder four-stroke-
In-line engine		 Two-cylinder four-stroke-
75 degree V engine
injection Ø 46 mm Ø 52 mm
coupling Multi-panes-
Oil bath clutch		 Multi-panes-
Oil bath clutch (anti-hopping)
Boron x stroke 82.0 x 75.6 mm 105.0 x 69.0 mm
Displacement 798 cm3 1195 cm3
compression 12.0: 1 12.5: 1
power 62.5 kW (85 PS)
at 7000 rpm		 110.0 kW (150 PS)
at 9500 rpm
Torque 83 Nm at 4000 rpm 125 Nm at 7500 rpm
landing gear
frame Steel tubular frame Steel tubular frame
fork Upside-down fork, Ø 43 mm Upside-down fork, Ø 48 mm
Steering damper – hydraulic steering damper
Brakes front / rear Ø 300/265 mm  Ø 320/267 mm
Systems assistance ABS, traction control ABS, traction control
bikes 2.15 x 21; 4.25 x 17 2.50 x 21; 4.50 x 18
tires 90/90 21; 150 / 70R 17 90/90 ZR 21; 150/70 ZR 18
Tires Michelin Anakee front "2" Continental Trail Attack 2
Dimensions + weights
wheelbase 1578 mm  1580 mm 
Steering head angle 64.0 degrees 64.0 degrees
trailing 117 mm 108 mm
Front / rear suspension travel 230/215 mm 220/220 mm
Seat height ** 900 mm 880 mm
Weight with full tank ** 241 kg 244 kg
Payload ** 213 kg 196 kg
Case right / left 7.1 / 7.1 kg 4.9 / 5.5 kg
Tank capacity / reserve 24 / 4.0 liters 23.0 / 3.5 liters
Service intervals 10,000 km 15,000 km
price 12,050 euros 14,895 euros
Price test motorcycle 14 850 euros *** 15,997 euros ****
Additional costs 269 ​​euros 250 euro
MOTORCYCLE readings
Top speed * 204 km / h 250 km / h
acceleration
0-100 km / h 4.0 sec 3.8 sec
0-140 km / h 7.1 sec 5.5 sec
0-200 km / h –  10.4 sec
Draft
60-100 km / h 4.4 sec 4.0 sec
100-140 km / h 5.2 sec 4.2 sec
140-180 km / h 8.9 sec 4.6 sec
Consumption highway 4.4 liters / super 5.6 liters / super
Reach country road 545 km 411 km
* Manufacturer information; 1MOTOR WHEEL measurements; 2incl. Comfort, enduro, special accessories package; ³incl. Aluminum case set (1102 euros)

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