Menus
- Corner socket under control
- Launched in 2013, the KTM 1190 Adventure benefits for 2014 from improved MSC stability control, which now takes into account data collected by the tilt sensor. A real plus for active safety, effective on the road with the standard Adventure as well as off-road with the Adventure R.
- Discovery
- In the saddle
- Contact
- In the city
- Motorway and expressways
- Departmental
- Braking
- Off-road
- Consumption
- Conclusion
- Options KTM 1190 Adventure
- Bosch, the master of keys
Corner socket under control
Launched in 2013, the KTM 1190 Adventure benefits for 2014 from improved MSC stability control, which now takes into account data collected by the tilt sensor. A real plus for active safety, effective on the road with the standard Adventure as well as off-road with the Adventure R.
After more than 10 years of loyal service, the KTM 990 Adventure bowed out last year in favor of the new Adventure 1190 and Adventure 1190 R, featuring an improved version of the LC8 engine of the sporty RC8 R and a innovative stability control called MSC (Motorcycle Stability Control), developed in collaboration with German supplier Bosch. A system to more finely regulate the intervention of theABS 9 Enhanced electronically coupled and that of MTC traction and anti-wheeling control. Until now, this MSC system did not take into account all the data collected by the Bosch SU-MM5.10 5D inertial sensor, which continuously measures the longitudinal, transverse and vertical acceleration of the motorcycle in order to then calculate the coefficients yaw and roll taken into account by the main algorithm.
As a result, when braking sharply from the front in a curve, the bike would straighten up and go off course where it “crossed the skis” if the angle was too steep, causing the vehicle to fall. The same goes for re-acceleration on the angle, where the intervention of the traction control was sometimes too intrusive and poorly dosed, hampering the ease of use and the efficiency of the machine in fast driving.
The 2014 KTM Adventure therefore benefit from a major evolution of the MSC system, from which owners of a 2013 model can of course benefit via an update available from their dealer, for the modest sum of € 399! A bit expensive paid for what might seem to some to be a simple update, although it is certain that the development of this technology has been costly in research and development.
Discovery
It is at the headquarters of KTM France, near Lyon, that we discover the KTM Adventure and Adventure R vintage 2014 (in 100 hp version). These do not change anything compared to their 2013 counterparts, the main modification being purely software, with the inclusion of data from the tilt sensor on these models. We therefore find with pleasure the aggressive and seductive style of the KTM road trails, available in orange or gray for the standard Adventure and white / gray for the R. The evolution compared to the previous Adventure 990 is obvious, with a larger size. rewarding, a much more elegant and racy line, a more muscular and visible engine, as well as a lowered exhaust line to facilitate the integration of the optional side cases.
KTM has visibly put the package to reach the level of its competitors, in particular Bavarian with the very sharp BMW R1200 R, but also English (Triumph Tiger 1200 Explorer), Japanese (Yamaha XTZ 1200 Super Tenere, Honda 1200 Crosstourer) and Italians ( Aprilia 1200 Caponord, Moto Guzzi Stelvio….). It was high time to react anyway! My colleague Damien Bertrand having tried the Adventure 1190 R last year, I naturally chose to try the standard Adventure 1190, more road because equipped with 19 and 17 inch wheels fitted with Conti Trail Attack 2 tires and less armed. than the R version to tackle the slopes. Just remember that the Adventure 1190 R is distinguished by 21 and 18-inch wheels, Continental Twinduro 90 mixed tires, wider handlebars, a one-piece saddle, manually adjustable suspensions and larger travel, a smaller tinted screen. and a significantly lightened frame (- 9.8 kg all the same).
In the saddle
Lower saddle than its R counterpart, the Standard Adventure still rises to 860 or 875 mm depending on the height setting chosen. Suddenly, my five-foot-eight is not enough to put both feet on the ground when stationary. Never mind, one is enough, still shifting a buttock to the edge of the saddle.
Contact
Contact, starter, nothing happens…. weird! I actually experience the latency imposed by the electronics to do his check-up. After a few seconds, the KTM finally accepts my insistent nudge and starts delivering a harsh and manly sound. A few well-felt shots of gas to feel the character of the Austrian twin, followed by a short warm-up period on idle time to remove the smell of burnt plastic emanating from the brand new Akrapovic silencer that equips my mount and I’m ready. from. Is it instinct or luck, I actually chose by chance the best equipped KTM Adventure of the lot, with Akrapovic Slip-on silencer (€ 916.98), heated Ergo comfort seat for driver and passenger (243, € 78 each) and heated grips (€ 202.98).
The KTM Adventure 1190 assembled for this test are obviously not in the basic version, but all have the Electronics pack (1420 €) including the electric suspension adjustment EDS, the TMPS system indicating tire pressure on the dashboard, a center stand and of course the MSC system present as standard, with variable MTC traction control according to the engine mode chosen (Sport, Street, Rain, Offroad) and eABS combined braking.
The status of each of the options present is displayed on the instrument panel and can be modified via a well-designed menu system, displayed on the left digital dial. The changes are made from the mode switch located on the left stalk. On the right, a large analog tachometer adjoins a digital dial comprising the tachometer, segmented water temperature and fuel level gauges and a multitude of other indications (gear indicator engaged, driving mode chosen, vehicle status. MTC and ABS, shock absorber preload adjustment, clock, exterior temperature, battery voltage, average speed, remaining range, etc.).
Anyway, here I am pretty well settled and ready to go on a short trip of around 300 km, with a stop in Aix les Bains on the shores of Lac du Bourget.
In the city
The first turns of the wheels in the urban cycle show that the flexibility of the LC8 engine still leaves something to be desired under 3000 rpm. Fortunately, the hydraulically operated anti-dribble clutch control is easy to manipulate and dose, even with a finger, making it even easier to operate at very low speeds in Street engine mode. However, some will be intimidated by the still substantial size of the 1190 Adventure when slaloming between cars in traffic, especially when it is equipped with the optional large suitcases. Without suitcases, it nevertheless shows good agility and benefits from a good turning radius to quickly get out of a bad situation, quickly making you forget its 230 kg in running order. Its finesse allows it to easily go up the lines of cars, the mirrors generally passing above those of the cars..
After 3200 rev / min, it evolves almost without false note by alternating between the third and fourth report according to the circulation. The line stability of the KTM is excellent, the wide handlebars and the good ergonomics of the driving position allow precise control of the Adventure in this urban context. The entry into the curve is done with a certain roundness, without noticeable liveliness or reluctance. Installed correctly, with the torso upright and the arm well away from the handlebars (adjustable to 10 mm in depth), the driver enjoys an unobstructed view of the road when the windshield is placed in the low position. The footrests are even adjustable in height and backwards if needed, while the controls are easy to reach.
The gears engage slowly but precisely and the shortened gearbox stages of the first three gears are perfectly suited to urban practice. The dosage of the ride-by-wire accelerator lacks a bit of finesse but is still manageable, a rapid opening on the other hand causing some knocking from the V-Twin, the time that it adapts to this sudden solicitation. Once the right revs are reached, the Austrian engine responds vigorously to the slightest demand on the accelerator, the Adventure 1190 literally leaping when the handle is turned sharply. The wheeling tendencies of the front wheel are quickly curbed by the intervention of the traction control, but be careful not to be surprised by the force of the machine if you do not hold the handlebars firmly.
Motorway and expressways
Pulling away from the city on the freeway, the KTM 1190 Adventure demonstrates its ability to cut the road in the long haul if the mood takes us. Very comfortable on this terrain, it provides its crew with firm but satisfactory comfort, the preload of the shock absorber being adjustable on the handlebars depending on whether you are alone, alone with luggage, in a duo or in a duo with luggage. The same goes for the hydraulic fork adjustments, automatically adapted to the driving mode selected, here in the Street position, the most flexible and comfortable..
The driving character asserts itself as the revs rise, punctuated by the shifting of gears. 4, 5 then 6th gear engaged and here we are quickly well beyond the authorized speeds, without even having been aware of it, or so little…. At this speed, the stability of the chassis remains excellent and the heading is precise. It is true that I am not equipped with the large suitcases on one of the group’s motorcycles, which are necessarily more sensitive to the wind than the others. However, the colleague who rides it does not seem penalized by this additional equipment, even at high speed..
Returning to a motorway cruising speed, we sail quietly at the legal 130 km / h at around 4700 rpm on the last report. At this pace, it is best to come down in 5 to get a more energetic raise when passing in this context. After 6500 rpm, the LC8 twin, on the other hand, changes register and climbs greedily towards the confines of the tachometer, the tachometer then blithely exceeding 200 km / h if we carried out this test of maximum speed on a German motorway. At high speed, the wind protection of the bubble leaves much to be desired, even in the raised position where you still feel disturbances in the helmet. The legs are relatively preserved by the notches in the tank, just like the hands, hidden by the large hand guards present as standard.
Departmental
When approaching small winding roads, the left thumb will naturally seek the mode switch in order to engage the Sport mode and thus obtain more energetic engine revivals in the intermediate gears, while strengthening the hydraulics of the suspensions. And off we go for a beautiful ledge road climbing up the mountainside.
The Adventure 1190 was waiting for this to reveal its full road potential and the excellent rigor of its tubular trellis frame combined with a die-cast aluminum swingarm. Very quickly, we observe a relative lightness of direction on re-acceleration, which should be compensated by tilting the torso towards the handlebars to load the front axle. Finally, we can better understand the discreet presence of the standard grafted WP steering damper. By loading the front axle in this way, the KTM responds with the finger and the eye to the controls of its pilot, passing easily from one turn to the other without having to be forced too much on the handlebars..
The presence of the MSC system is particularly reassuring when it comes to opening the throttle on the angle and when braking, so much so that you end up becoming overly confident, at the risk of making a mistake. It is therefore better to think quickly and continue to have fun by winding at a good pace, of course, but without excessive optimism.
Especially since the center stand regularly scrapes the asphalt during sharp angle changes, punctuating our progress with a characteristic scraping noise. Although faced with a changing road surface, with wet areas on the heights of a shady mountain slope, the Conti Trail Attack 2 tires seemed to show excellent grip throughout this test. It is difficult to know whether this sensation is due to the transparent efficiency of the MSC system or to the tire itself.
Braking
Powerful, dosable and assisted by a particularly effective ABS thanks to the permanent control of the MSC, the braking of the KTM 1190 Adventure is very reassuring in use. It must be said that it is provided at the front by a double 320 mm disc, clamped by 4-piston calipers with radial mounting and at the rear by a 267 mm disc clamped by a double-piston caliper, which ensures already an excellent starting point.
This set is combined electronically via the 9M Enhanced brake modulator, which has its own ECU and incorporates a pressure sensor allowing it to more quickly detect the risk of a wheel locking. In this case, the system optimally distributes the brake pressure between the front and rear, depending on the context determined by the MSC. This analyzes the data coming from the various sensors every 5 milliseconds, allowing an even finer intervention of the ABS. A small revolution in the world of motorized two-wheelers, especially as the MSC system is transparent to use, with good feeling on the right lever and on the pedal, as well as good progressiveness. This ABS is of course disengageable, but I don’t really see a valid reason to do without it.
Off-road
Less suitable than the Adventure 1190 R for off-road forays due to its smaller and wider wheels with road tires, the standard Adventure does not, however, balk at using bumpy paths and tracks when desired..
In Offroad mode, the suspension is softer and the engine mapping is softer to avoid reckless power surges, which does not prevent the LC8 unit from making powder speak if it is called upon vigorously. In this mode, ABS is only active on the front wheel and the traction control accepts more wheel spin than in Street or even Sport mode, even leaving the rider the possibility of completely locking the rear wheel s ‘he wishes it.
The integration of incline data into the MSC system’s calculation algorithm significantly improves rider safety when braking on a curve or accelerating out of the angle on slippery surfaces.
We were able to test it in the company of the pilot and stuntman Jean-Pierre Goy who had drawn us a braking / acceleration test zone in curves and in a line on one of his favorite playgrounds, where he organizes his training courses. off-road piloting (to be discovered on www.jpgoy.com). The result is quite impressive and you get caught up in the game quickly, at the risk of putting a little too much because the MSC is obviously not infallible. However, it makes it possible to push the limits very clearly..
The Adventure 1190’s chassis, for its part, displays satisfactory rigor in action, the suspensions correctly absorbing the stresses as long as no reckless jumps or extreme crossings are attempted..
Consumption
Improved at various levels, the LC8 twin is a little less greedy than its predecessor. In particular, it benefits from new treatments to reduce internal friction, as well as a new electronic injection and a more efficient ignition with two spark plugs per cylinder. Established at nearly 7.2 l / 100 km during our test, normal average consumption is more like 6.5 l / 100 km in standard use, i.e. a range of around 350 km with the large 23-liter tank..
More reliable, this engine also benefits from an extended maintenance interval to 15,000 km.
Conclusion
On the strength of this new development, the 2014 KTM 1190 Adventure and Adventure R are equipped with a very effective active safety element, which could well tip the scales on their side when choosing. Especially since the price of the basic 1190 Adventure with MSC system remains attractive, at 14,225 €, against 15,745 € for an Adventure R. The price of the options is however not given, a standard 1190 with electric suspension adjustment. EDS and TPMS tire pressure measurement costing, for example, € 15,645. In any event, the Austrian brand was able to react in time to avoid being completely overwhelmed by the competition and now has a machine that can compete with the references of the category..
Strong points
- Agile chassis
Versatile motor
Reassuring braking
Efficient traction control
Weak points
- Low speed engine
Windshield protection
Motor vibrations
The technical sheet of the KTM 1190 Adventure
Options KTM 1190 Adventure
Electronic pack (€ 1,420), luggage kit (€ 1,426.98), comfort kit (€ 753.78), sound & style kit (€ 1,171.98)…. Akrapovic silencer (€ 916.98), touring case (€ 457.98), touring top case (€ 457.98), heated Ergo seat for rider or passenger (€ 243.78), heated grips (€ 202.98) , high screen (€ 122.30), GPS support (€ 50.89), additional lamp kit (€ 399.90), aluminum case 31 or 45 liter or aluminum top case (€ 311.09), alarm (311 , 09 €), Rallye footrest (155.05 €), aluminum shoe (253.98 €) ….
Bosch, the master of keys
The German company Robert Bosch GmbH, founded in 1886, is the largest automotive supplier in the world, also manufacturer of household appliances, tools, video surveillance systems, telemedicine, etc. Bosch has long been involved in the development of ABS, for which it already filed a patent in 1936. Since then, the development of active safety technologies has continued to progress, Bosch having notably invented the ESP system for the automotive industry and sold millions of ABS systems around the world. The brand has been manufacturing motorcycle ABS since 1994 and has continued to develop this technology ever since, now taking into account the inclination of the two-wheeler during braking and acceleration. It will obviously be the first to take advantage of the obligation made by the European Parliament to equip all new two-wheelers over 125 cm3 from January 1, 2016. The brand announced in October 2013 to have reached the million two- wheels fitted with Bosch ABS.
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