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Photos: Herwig Peuker
Driving report KTM 990 Adventure ABS and S
Wave pool
Terrain or road, high or low version, ABS or not: KTM offers alternatives for the new 990 Adventure models that require decisions.
Everyone is staring at the R 1200 GS. Every manufacturer would certainly like to have a sales hit like the big BMW Boxer Enduro in their range. Her recipe for success: Following the principle of the egg-laying woolly milk sow, she covers the entire spectrum between off-road and touring. So the physical compromise. The big V2 enduro stepped off quite differently KTM on their debut, namely uncompromisingly sporty. As a rally offshoot, it was more radical from the start. This is probably why the Adventure lags far behind in terms of new registrations
Munich bestseller. And that’s certainly why there was
Since the market launch in 2003, a number of modifications have been made to trim the Adventure in the direction of versatility and suitability for everyday use. For example, the spring travel was in favor of one
Lower seat height cut, the seat more comfortably upholstered, the chassis tuning designed more for comfort.
A tendency that continues in the model update for the 2006 vintage. In addition, the engine had to be modernized, because the previous 950 series carburettor engine would not have a chance of overcoming the Euro 3 emissions hurdle despite the catalytic converter and SLS system. This is why KTM implanted the larger-displacement injection engine of the 990 Superduke in the Enduro model, which is fully up to date with cylinder-selective Keihin injection, regulated catalytic converters and additional SLS for the warm-up phase. The hardware remained unchanged, except for minor duct work on the cylinder heads and modified cam profiles. Only the engine management software had to be completely turned inside out. The result is the same key data as with the 950 carburettor version, i.e. 98 hp and 95 Newtons-
meter. However, more power should be available in the lower speed range.
So much is clear after just a few kilometers: a tractor-
The V2 has by no means become a motor, which will reassure fans of the greedy KTM characteristics. As before, the two-cylinder thirsts for revs, over 5000 tours really go off. Subjectively, the 990 closes a little earlier than the 950, but objectively, the performance curve shouldn’t bend earlier. The impression is obviously created by the fact that between 3000 and 5000 rpm is more possible. In a direct comparison, the new version mercilessly takes meters from its predecessor when pulling through, which makes some gear changes superfluous during intermediate sprints.
Fears that the modified mixture preparation could have a negative effect on the response behavior are quickly dispelled. Rather, the coordination of the injection system is allowed
can be described as extremely successful. At the apex of the bend, the engine accelerates very directly and spontaneously, but without
Hardening or even impacts when changing loads. The transitions
are almost as smooth as the carburettor engine, which is a compliment to the development team in times of strict Euro 3 restrictions. The first tests will soon show whether the praise also applies to gasoline consumption; KTM promises consumption in the previous framework. On slippery terrain, however, where you are permanently fighting against the excess of sheer power anyway, it is noticeable that the performance of the 990 is more brutal. The 950s went into this
a little more subtle to the point.
Experience has shown that most customers rarely use their large enduro bikes on loose surfaces, but use them in everyday traffic or on long tours. This clientele will
welcome the ABS debuting at KTM, the together-
working with Bosch and Brembo. The way the Bosch ABS works is well known, for example from the
Ducati-ST models or the Kawasaki ER-6n / f.
One advantage is the comparatively simple structure of the system, which in the case of the KTM means a moderate additional weight of almost two kilograms. You can live with that. Especially since that
ABS with its sporty coordination fits well with the character of the Adventure. The regulation comes in late when the front tire is already whistling. The braking distances should be correspondingly short. In order to get into the control area on the front of the road with good grip, you have to reach very hard. At the back, on the other hand, the regulation intervenes comparatively often, since there is double-
piston caliper grabs quite snappy. A handicap that can also be observed with ABS variants from other manufacturers: The detour via the modulator, which at KTM fills the storage compartment under the seat that is no longer necessary, requires meter-long brake lines in which part of the transparency falls by the wayside. Not that the KTM brakes look doughy, but the ABS-free version delivers the clearer feedback and the more defined pressure point.
Anyone who loves drifting in the supermoto style or is planning tough off-road use can switch off the anti-lock device. Out
For security reasons, however, not quickly in between, it would be too easy to lose track of things with permanent interplay. Rather, a button in the cockpit has to be pressed for several seconds after switching on the ignition. Which means that you usually ride with ABS – who makes a stopover when the ground gets a little bumpy? An intentional locking of the rear wheel is
so not possible. After all, both stoppers decelerate themselves
even better on loose gravel than other ABS systems crammed with electronics.
Sports drivers with an off-road background will prefer the higher S version anyway, which is only available without ABS. The basis is the same as with the lower sister including the current 990 injection engine. Although the S
something has since been tamed comes with the higher,
flat bench, the longer suspension travel and larger
Ground clearance gives her more enduro feeling. Clearly positioned alternatives that should hardly pose major decision-making problems for those interested in adventure.
Technical data – KTM 990 Adventure
Engine: water-cooled two-cylinder four-stroke 75-degree V-engine, a compensation-
shaft, two on top, chain link-
Driven camshafts, four valves, bucket tappets, dry sump lubrication, injection, Ø 48 mm, regulated catalytic converter with secondary air system, 450 W alternator, 12 V / 11 Ah battery, hydraulically operated multi-disc oil bath clutch, six-speed gearbox, O-ring chain.
Bore x stroke 101.0 x 62.4 mm
Displacement 999 cm3
Compression ratio 11.5: 1
rated capacity
72.0 kW (98 PS) at 8500 rpm
Max. Torque 95 Nm at 6500 rpm
Chassis: tubular steel frame, load-bearing motor, upside-down fork, Ø 48 mm, adjustable spring base, rebound and compression damping, two-arm swing arm made of aluminum, central spring strut, directly hinged, adjustable spring base, rebound and compression damping, double disc brake at the front, diameter 300 mm , Double-piston floating calipers, rear disc brake, Ø 240 mm, double-piston floating calipers, ABS (S version no ABS).
Spoked wheels with aluminum rims 2.15 x 21
4.25 x 18
Tires 90/90 21; 150/70 18
Dimensions and weights: wheelbase 1570 mm, steering head angle 63.4 degrees, caster 119 mm, spring travel f / r 210/210 (245/245) mm, seat height 860 (895) mm, dry weight 201 (199) kg, tank capacity 22.0 liter.
Warranty three years
Orange, black colors
Price * 12598 euros
Additional costs 200 euros
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