KTM 1190 Adventure R test

Menus

• An obvious aiR
• Discovery
• In the saddle
• In the city
• Motorway and expressways
• Departmental
• All terrain: the right Adventure
• Part-cycle
• Braking
• Comfort / Duo
• Consumption
• Conclusion
• Differences from the standard Adventure
• THE PRICE OF THE FALL (TTC)
• THE PRICES OF ORIGINAL CONSUMABLES (TTC)

An obvious aiR

The year 2013 marks a change of era in the trail segment, both because of new arrivals and remarkable changes. This last point evokes of course the BMW R 1200 GS but also the Austrian neighbor. Present since 2003, the KTM 990 Adventure is often considered as the only "true" maxi offroad trail, both for its capabilities and its ergonomics.. For its 10 years of existence, the adventurer benefits from a significantly more road development. Its claims now evolve between a sulphurous Ducati 1200 Multistrada and the more traditional Yamaha XTZ Super Tenere to better understand the mythical Bavarian. Having become 1190, highly energized, both in terms of engine and style and incorporating many electronic aids, the novelty seemed to give way to touring. But that was without taking into account the all-terrain passion that drives the Matighoffen firm. To the road version is inevitably added a sister, more extreme as the house philosophy wants it, retaining its piloting assistance but devoid of chip-assisted damping. This Katoche therefore does not forget lovers of the land and the slopes with this R version, dedicated to committed adventure and suitable for … not remaining so. It is therefore on 150 kilometers of crossroads, in the south of Sardinia, that we are going to test this wading bird….

Discovery

Derived from rally machines, the 990 took up the codes in every detail. The break with his elder is clear. In any case. First of all, all the volumes are refined, inspired by the SM-T, adopting an elegant and sporty aesthetic. Previously robust, the new opus sculpts its shapes with contrasting curves. Off, the front optic certainly retains a family resemblance, but it is to better surprise later, with its automatic daytime running light. This original, highly identifiable light signature sets this new Adventure in an efficient and attractive modernity..

Reduced, fork crown and short bubble almost mimic a roadster, while, lightened, the sides stretch their taut curves from the headlight to the 23-liter tank. The latter has been able to limit its external volume and now has only one central filling orifice. But this fast road look is tempered, on our extreme version, by the standard integration of oversized side guards instead of additional deflectors. The fairings also receive a specific two-tone graphic and the R signature. Welcome aboard the "voyage-enduro" universe ….

In the same vein, the saddle also differs, preferring a one-piece seat, stitched in orange, and not in two parts. It is based on a sheathed aluminum rear buckle, narrow and sleek, also supporting two generous passenger grab handles, a luggage rack and discreet luggage mounts. Finally, the end features a led lights framed by turn signals which can, in the event of failure of the first, supplement its functions of slowing down indicator..

The overall dark tones of the machine contrast with its orange frame, formed by a tubular chromium-molybdenum structure. Hyper rigid and weighing only 9.8 kg, its elements are laser cut for a better fit. This neat welded mesh encloses the brand new LC8 block now derived from the sporty RC8 R…. An entire program. The work of adapting the V2 to 75 ° focused in particular on the cylinder heads. Cooling, intake and exhaust ducts are modified. Similarly, we will do without the titanium valves of the pistarde, hardly useful on a trail. We will also note redesigned and lightened pistons without weakening, by the use of processes borrowed from Formula 1. Thus, the revs are even more lively. Finally, the piston skirts receive an extremely resistant anodized coating and their pins a DLC (Diamond-Like-Carbon) treatment, also minimizing friction. Although deflated by part of its original ardor, the V2 still develops the 150 hp (110 kW) now regulatory on these machines, available at 9,500 rpm, or 44 horsepower more than the old one. These values ​​place it on a par with the Multistrada and ahead of the GS and Aprilia 1200 Caponord (125 hp each). An electronic throttle makes it possible to better manage these lively bowels according to four modes (Sport, Road, Rain, Offroad; power then limited to 100 hp for the last two) and to control the disengageable anti-slip (MTC).

To feed this restless cavalry, a single injector in a 52 mm body and a single-throttle rightly force-feed the 1195 cm3 of the twin. This one is advertised as 20% more sober than its predecessor. Dual ignition also contributes to this improvement, also providing more flexibility at low revs. The principle also reduces the polluting emissions that the collectors project towards a single narrow silencer, placed on the right side of the machine. A sign of reliability, the maintenance intervals are doubled: 15,000 km between each service, a big first for the Austrians. Likewise, we will wait 30,000 km before changing the valves and spark plugs..

The vigor of the V-twin is transmitted by chain to the rear wheel. This is held by a die-cast aluminum swing arm, showing off its reinforcement zones as a covering. A style already noticed on the 125 and 690 Duke. On the left side, do not miss the rare chain holder allowing unfortunate backpackers or assiduous handymen to prevent it from dragging on the ground during mechanical interventions. To handle the movement of the frame, the damping differs from that of the standard Adventure. Prepared for the greatest challenges, the fully configurable WP suspensions of our R see their stroke increased by 20 and 30 mm (front, rear). Thus, the inverted 48 mm fork has a travel of 210 units, the rod of the combined shock absorber of 220 mm The compression and rebound adjustment (on 18 and 13 notches) of the steering gear is easily done by two rotary controls located on the top of the tubes. Same accessibility finding for the rear hydraulic dial.

To best follow its offroad destiny, the Adventure R sports tubeless radiated rims of 21 and 18 "against the 19 and 17" fitted to its more road sister. Like it, the endurance version incorporates the pressure indicator and anomaly detector (TPMS) as standard. A patented internal rubberized skirt provides enhanced sealing. However our testing machines are pre-emptively mounted with chambers in the front…. and fit Continental Twinduro 90 and 150 nipple tires (instead of the Continental Trail Atac 120 and 170). What to face the worst. And to slow down its coming, KTM keeps the Brembo radial-mounted front calipers and four pistons linked by Bosch C-ABS system (partially deactivatable) to the rear two piston element. Thus coupled, the first bite two 320 mm discs at the front when the second attacks the 267 mm of the rear disc. Conversely, the implementation of the latter does not influence the equipment of the steering train..

Particularly neat, the construction of the Austrian trail-enduro combines qualities. If the housings have a flawless finish, we still regret the fairly clear presence of many hoses and other conduits. Fortunately, the imposing and thick aluminum shoe hides these elements a little..

In the saddle

The delicacy of the Adventure R further increases the impression of height that is his. This feeling is also based on a very real basis. Its suspensions save 30 mm of altitude to its non-adjustable saddle. This is not negligible when the standard version already displays 860 mm in the low position (875 mm in the high). Ground clearance improves accordingly.
Once positioned on the firm but comfortable seat, you appreciate the reduced crotch arch, allowing you to put your feet on the ground, flat…. with a height of one meter eighty-four. Despite a respectable capacity, the tank follows the general narrowness and only moderately spreads the legs whose flexion remains weak.

The wide handlebars (893 mm) with variable diameter seem even less high and ideally places its handles under the hands. Ergonomics and finishes have presided over the design of the cockpit everywhere. Streamlined, the fork well reveals a steering damper and the presence of a part-projection on the lower yoke. Attached to a central upright, the meter block dominates a 12 volt socket on one side and a narrow lockless pocket on the other. The instruments divide their reading into three groups. In the center, a large analog tachometer is surrounded by two LCD screens. On the right, the classics: tachometer, gear indicator light, fuel and temperature gauge type barograph and clock. On the left, a window with multiple functions is controlled by a multi-directional keypad on the left stalk. The following are displayed successively: General information, Trip 1 and 2, the engine map chosen, the ABS / MTC setting and a very clever Favorites mode. Thus, it is possible to fully configure a screen according to its needs. Very practical in view of the avalanche of available data.

Once this indigestion is put under supervision and quickly learned, we will appreciate the levers adjustable in spacing and radial brake piston. Not to mention the new anti-slip clutch which prevents rear wheel lock-ups and reduces the force to be applied to the clutch lever. Standard handguards, screen adjustable to 50 mm and central stand complete a flawless endowment. A detail all the same: not masked by the tank, the junction of the fork tubes leaves a space where lugs and electrical wires of the harnesses appear ….

In the city

The song of the Austrian twin matches its maxi-enduro plastic, releasing angry skiffs. Considering the on-board mechanics, nothing surprising. Very quickly revealing great smoothness and precision, the gearbox combines brilliantly with unexpected engine flexibility. Thus, it is possible, in particular in Rain or Enduro mode, to resume on a trickle of gas in fourth at 2000 laps, ie 40 km / h…. But the Radicalized lumberjack is also a monument…. of balance and ease. We could almost play the tightrope walker on board. Its only 235 kg when fully loaded, up 5 points compared to its sister, are one of the strengths of its astonishing part-cycle. Its respectable size only annoys it exceptionally as the Katoche is lively and its turning radius very correct. Only its specific suspensions generate, of origin, significant transfers of mass under braking.

Finally, the mirrors, interchangeable right / left, are easily adjusted, returning a wide and vibration-free image. Although the urban adventure does not put her off at all, her claims are elsewhere, far from civilized asphalt. While waiting for the dusty tracks, let’s give it some space already.

Motorway and expressways

The front axle is lightened and launches the Adventure R wildly to attack the tachometer. With for us a downside: pacifiers or not pacifiers…. Impossible to bottle feed at high speeds with our notched assembly. But our tires do not generate, at more than 170 km / h, neither loss of stability nor vibrations. Neither does the LC8 block transmit to the legal motorway, purring at 4,500 revolutions / min. Beyond that, toe clips (from which the rubber has been removed) and handles swarm without excess.

Despite a reduced bubble, the protection is correct when placed in the high position, however producing some eddies at the shoulders and top of the helmet. The legs remain properly sheltered. Enough to wait without fatigue for the saving exit for our adventurer in lack of land.

Departmental

We will have to wait a little longer…. On the secondary network, the agility of the KTM cannot be denied. However, our typed rubber envelopes and flexible damping limit the inclinations of too wild attacks. In curves, the front axle generates a certain resistance and the whole widens the trajectories. A little sustained braking makes the Adventure R undulate, in spite of the coupling, before registering in turn. In short, in this configuration, it is better to roll up, even at a good pace, because the grip remains present, allowing adapted angle grips, of course, but quite sufficient. For better performance on asphalt, increasing the preload and slowing down the hydraulics gives convincing results on behavior. Healthier, the all-terrain wader is all the more fun.

The Road and Sport maps also reveal the impressive availability of the engine. In this last mode and from 4,000 laps, the raises are lively and full. However, it is after 7000 revolutions / minute that the V-twin is released, rising frantically in speed. Maintained at half-speed, the sensation factory is running at full speed and the pace becomes frankly generous. Even a little too much. What to test the speed bumps.
The rear brake caliper gives great satisfaction but requires a good dosage so as not to block the wheel. The front system retains reassuring progressiveness but also knows how to develop significant power that, again, I did not try to study too much. The standard model test will say more.

All terrain: the right Adventure

Here is finally his holy grail…. his promised land! But first, let’s adjust the electronics. Engine mapping: Offroad and its 100 horsepower will suffice. ABS: Enduro. The system then leaves only the management of the front, allowing the rear wheel to sweep the ground. We can also deactivate it. The MTC (anti-skid) adjusts to the engine mapping and can also be disengaged. An optional USB key to be plugged under the saddle, allows you to bypass the assembly or even to choose its octane number. Ideal for African slopes but not approved in Europe.

Here I am ready for my own raid. And not reassured at the idea of ​​taking an enduro weighing more than 200 kg on the 150 km of raw routes dedicated to our specialist of the day.

From the first meters, the obviousness of the machine, already perceptible at low speed in maneuver, is bluffing. Standing on the footrests, the position seems more natural to me than on the benchmark of the genre and just as much as that of its 800 version. More lively than the 1200 GS. Both by its size and the distribution of its masses as the agility of the front more "free". While the BMW Telelever is a huge advantage on the road, the Austrian’s top-of-the-range fork delivers just as high performance off the tarmac..

Making itself a good Adventure teller, the R deciphers the future of its handling in the furrows of bumpy roads. The directing train works with flexibility and frankness, flying over obstacles and crying for mercy only when, blocking its route and badly negotiated by your servant, real steps put it to the test. Yes, the Sardinian can be deceitful, sometimes posing a few obstacles forming a staircase. What to appreciate a front wheel equipped with room because the rim, it tastes less the local jokes and my approximations.

Back on a more rolling ground but "cluttered" with stones, I once again feel the same ease in crossing these loose and treacherous areas as on the handlebars of the F 800 GS, thirty kilos lighter. It is difficult to better explain this feeling of obviousness, key word in my opinion to qualify the maxi-enduro of Matighoffen. Of course, the larger size is sometimes sensitive but does not affect the ease of handling and performance. The 100 hp available in Off-road and Rain mode come out with such ease that the bridle does not give the most experienced frustration. Those there can even stay on a full map. Finally, in the free world. We also highlight the excellent work of the electronics. Transparent, its implementation via the MTC allows the Adventure R to drift on high acceleration while the ABS Enduro allows sustained braking without fear. I dare not imagine its performance in the hands of an expert in the genre. For my part, I did not hope to get out of it so serenely. And yet ….

Part-cycle

New reference? Anyway, KTM shows all its expertise through its Adventure R in terms of ease and balance. Perfectly adapted to its destiny and fully configurable, the damping gives a certain homogeneity of use, especially in road tires. Lively, rigid, incisive, it’s up to you to compose your machine.

Braking

Sufficiently progressive and very powerful, the front calipers know how to modulate their attack, both on and off the road. The rear element ideally seconds.

Comfort / Duo

The shock treatment did not affect my physique in any way. Adapted to most sizes and especially the largest, the ergonomics are remarkable and can be further refined thanks to the straight hanger and adjustable footrests.

Consumption

Not accurately measured. The on-board computer indicates an average of 7.5 liters per 100 off-road but barely more than 6 liters on the road. Not bad for a 1200 cm3 and its 23 liters of tank.

Conclusion

For its sixty years of existence, KTM signs a particularly successful product. Almost making a clean sweep of the ex-adventurer, apart from tiny details, the Austrian firm offers a remarkable offer in the trail segment. Complementary, the Adventure and Adventure R models definitely target very different pilots. The last is undoubtedly reserved for the "extremist" clientele on which KTM is famous. May those be reassured, the endured novelty is made for them. More efficient in every way, even easier, it brings the ardor of a new heart and the approval of controlled electronics.
However, some will not find in it the formidable versatility of the GS. Everything is a matter of choice for the Austrian and compromise for the German. Of price too. Priced at € 15,090 and remarkably equipped, the Katoche R can make the Bavarian cough only equipped with ABS for € 110 more.
There remains the Yamaha XTZ 1200 Super Tenere, claiming € 14,999. Her more reserved driving character does not unleash enthusiasm but her real qualities as a walker of tracks and asphalt as well as the aura of her surname can be seductive. Still to deal with a weight of more than 260 Kg.
Relevant and sassy, ​​obvious, the KTM Adventure R seduced and surprised me by its ease of piloting. On board, approval is permanent. Of course, a much smaller displacement will be even more efficient. But undoubtedly less efficient in all other areas…. Reserved for enthusiasts of distant lands or closer, this R version will delight incorrigible Adventurers.

Strong points

• Evidence of handling
• Engine character and availability
• Agility and precision of the chassis
• Ergonomics
• Electronic assistance
• Aesthetic
• Sound

Weak points

• Sensitive mass transfers
• Air flow protection

Competitors: BMW 1200 GS, Ducati Multisrada 1200, Honda Varadero 1000, Honda Crosstourer 1200, Kawasaki Versys 1000, Moto Guzzi Stelvio 1200, Yamaha XTZ 1200 Tenere

The technical sheet of the KTM 1190 Adventure

Differences from the standard Adventure

Wider aluminum handlebar with brushed surface

• Seat height not adjustable but in one piece, better suited to off-road
• Greater travel for better off-road behavior (+30 mm)
• 21 "and 18" wheels for better off-road behavior
• Standard tires (90/90 ZR (260) 21 and 150/70 ZR (260) 18)
• Smaller bubble
• Standard steel fall protection bars
• Central stand as standard
• Standard TPMS (Tire Pressure Measurement System)

THE PRICE OF THE FALL (TTC)

• Rear-view mirror (reversible L / R): 69.55 €
• Hand protectors (pair): 55.41 €
• Front rim: 465.54 €
• Rear rim: 550.82 €
• Flashing: 34.80 €
• Crash bars: NC

THE PRICES OF ORIGINAL CONSUMABLES (TTC)

• Air filter: 33.79 €, to be changed every 15,000 km
• Oil filter: 11.48 €, to be changed every 15,000 km
• Chain kit: 181.37 €

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