KTM 1090 Adventure test

Menus

• LC8, 1050 cm3, 125 hp, 205 dry kilos, € 12,990
• An "access" version of the big trail adventurer according to KTM and which remains super well equipped !
• Discovery
• In the saddle
• In the city
• On motorways and main roads
• On departmental
• Part-cycle
• Brakes
• Comfort and duo
• Consumption / autonomy
• Conclusion
• The KTM 1090 Adventure video test

LC8, 1050 cm3, 125 hp, 205 dry kilos, € 12,990

An "access" version of the big trail adventurer according to KTM and which remains super well equipped !

In 2015, KTM extended its range of big trails with the 1050 Adventure, a deliberately "deflated" version, since the 1050 cm3 LC8 block only produced 95 horsepower, at a quiet speed, which is moreover, of 6250 rpm. Perfect for everyday use, this machine lacked a bit of pep for experienced users and those sensitive to the sporting character of KTMs. The advantage of this version is that it was eligible for the A2 license, in a 48 horsepower version.

For 2017, KTM is upgrading this machine. Talking about real novelty would be a bit presumptuous, but let’s say the new 1090 Adventure is actually a previous 1050 that has been given its true potential. Because the LC8 engine remains almost identical: new camshafts and a new mapping allow it to now output the more interesting power of 125 hp (at 8,500 rpm, which should give it the character that its predecessor lacked), while the torque increases in a more reasoned way, from 107 to 109 Nm. Despite this, KTM released with a sleight of hand an A2 version of its new 1090 Adventure (48 horsepower, therefore, because the 1090 kept a close homologation in another version of 95 horses – that of the 1050, in fact, thank you for making the effort to follow), which allows him to offer this restricted version. The 1090 "A2" also has the new camshafts and adapted mapping. It is not "unbridable" to return then to 125 horses.

That’s not all: in addition to this Adventure version, KTM is also releasing a 1090 Adventure R in 2017: on the program, spoked wheels and 21-inch front wheel, standard crash bars and lower screen. A version intended for those who really ride TT.

Discovery

It’s not easy to play the game of 7 errors: logo, some color changes (but always in orange or black tones), the 1090 Adventure will not disturb those who were used to the 1050. We therefore end up with a trail with a "reasonable" size, a saddle height of 850 mm (but the contours of the saddle are not too prominent and the 23-liter tank is rather thin at the crotch, which allows a fairly easy grip), with a marked identity thanks to the garland of LEDs in the lower part of the optic.

The one-piece saddle seems comfortable and the windshield can be adjusted to an amplitude of 25 mm, thanks to two small levers on its base, the handling of which is a little rough. As on the 1050, a luggage rack will allow you to carry a few things while the anchoring points for the side cases are available..

In the saddle

Classic contactor with a key which must be inserted with finesse in its hole. The dashboard is taken from the 1050. It is complete, with a large rev counter in the middle, surrounded by two digital keypads. The one on the left allows you to configure the driving aids, which is easily done using the 4-button keypad on the left stalk. Basically, the choice will be made on the engine and traction control maps (3 standard levels, rain, street or sport, the off-road mode is optional). The handlebars and footrests are also adjustable to an amplitude of 10 mm.

The big V2 comes to life with a muffled and metallic hum at the same time. This augurs well for a few moments of pleasure.

In the city

The 1090 Adventure is still one of those big trails on a human scale. Thus, the urban test does not pose any particular problems, especially as the controls are rather soft (the box remains a little firm, however) and that the V2, if one maintains it above 2500 rpm , is fairly round in its operation. This means that you can walk the main boulevards at the legal 50 km / h on a stream of gas in fourth, without hiccuping. The turning radius is quite correct and the self-balancing at very low speed is one of the qualities of this machine, which makes urban use advisable..

On motorways and main roads

With the bubble in the high position, there is still some turbulence on the top of the helmet but the shoulder region is already a little protected, while the help of the hand guards is appreciable. More modest than the 1290 Super Adventure S, the 1090 Adventure does not have the "super tanker" side of its predecessor, but already allows you to face the elements without suffering too much..

It goes without saying that the stability of the machine was not compromised, whatever the speed. And that compared to the 1050, the added value of the 1090 consists of around thirty horses, which are mainly present in the towers. Since we are traveling at a little more than 4500 rpm at 130 km / h in sixth gear, we can dawdle on the couple, counting on already sufficient times, or go down a few gears and go play in the countryside. That’s good, they are pretty col climbs in Corsica.

On departmental

This is where the 1090 is revealed! Because of its predecessor, it obviously retains the chassis, after all classic (non-adjustable fork, rear adjustable in preload and relaxation) but effective from its predecessor. On the other hand, the engine is more lively, more playful, more sparkling in a word, pleasant and nice, without however the "fighter plane" side of the 1290 tested in the same circumstances. But this gives a machine with which one is never overwhelmed, but which does not, however, be let go by its big sister in this environment: hence the pleasure of drawing more potential from it..

Because although slightly trail type (the wheels are sticks, but the front is 19 inches to be able to fit TT tires, if necessary), the 1090 also seduces by the frankness of its chassis. The narrow tires (the rear is in 150) give it super natural agility, the mass transfers are nothing short of caricature and two more good news is yet to come. Metzeler Tourance Next tires impress with their grip and feedback (no major loss of grip observed while the roads were sometimes rotten) and braking, entrusted to Brembo, is identical to that fitted to the 1290 Super Adventure S, but is shows more convincing. It must be said that we arrive less quickly (a little, because she walks hard anyway) and that there is also less weight.

Suddenly, the 1090 Adventure is one of those instinctive and natural motorcycles, with which we start to inquire without having to look for the manual. And in the end: great efficiency and a lot of fun.

Part-cycle

Classic, as we have said, but effective. A huge journalist from the auto press (Yves Bey-Rozet, for those who are interested) said in "Sport-Auto" that it was worth, let’s open the quotes, "that it was better to be regulated than adjustable". This is the case for this fork. Note that KTM offers against 287 € an off-road pack, which optimizes the potential of this 1090 Adventure on the track: on the program, ABS, traction control and engine mapping (power is reduced to 100 horsepower) are then available..

Brakes

Identical to those of the 1290 Super Adventure S, they are more convincing. Good dosability, excellent feeling, precise rear in the effort: that’s good! And in addition, an ABS that is not too intrusive.

Comfort and duo

We did not do a duet (Corsica is fierce and does not sleep before marriage and then her brothers are armed), but solo. There, the news is less good. The ergonomics are OK, the suspensions do not swing from the racket, but the saddle seems very thin. As for the passenger, he will still have room to feel good on board..

Consumption / autonomy

With 23 liters, the tank is already very appreciable. During this test, where we investigated a lot of Corsican back roads (it must be said that the opener was none other than Gilles Salvador, a multitalented driver with a big track record in Road Rally, supermotard and even in the Dakar and who ‘it was out of the question to be let go), we consumed 7.6 l / 100 (value of the on-board computer). My excellent colleague, the brave Damien, had an average of 5.3 and a maximum of 7.3 during the test of the 1050 published on the Den. The 1090 must therefore be able to do much less.

Conclusion

Certainly, KTM speaks for this 1090 Adventure of "access motorcycle" and many of us must dream of accessing the motorcycle with a machine that is at the same time powerful, easy, efficient and really pleasant to drive. A pleasure that comes both from the overall level of performance and the naturalness with which it lets itself be carried along at a good pace, as well as the sparkling character of the LC8 in the towers.

Now that KTM has a 1090 Adventure R in its lineup as well, this machine gave me some thought. To know loved ones crazy in love with their 990 SM T and disappointed that KTM did not give it away, well I am the bearer of good news: this 1090 Adventure can take over. Admittedly, the front wheel of 19 brings a little less rigor in entry of curve, but the quality of the chassis and the character of the engine make it possible to compensate. And at this price (it is the same price as the 1050 from two years ago), the package is really coherent and fun, which suggests that this machine has a bright future..

Strong points

• Coherent and fun package
• Nice engine
• Quality part-cycle
• Good brakes
• Electronic help welcome
• A2 license compatible !

Weak points

• Firm saddle

The technical sheet of the KTM 1090 Adventure

Test conditions

• Itinerary: 200 kilometers in Corsica, around Ajaccio, mainly on small roads
• Motorcycle mileage: 1000 km
• Problem encountered: none

The competition: Ducati 950 Multistrada, Honda Africa Twin, Triumph Tiger Sport 1050, Yamaha MT-09 Tracer

The KTM 1090 Adventure video test

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