KTM 1290 Super Adventure in the driving report

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KTM 1290 Super Adventure in the driving report
KTM

KTM 1290 Super Adventure in the driving report

KTM 1290 Super Adventure in the driving report

KTM 1290 Super Adventure in the driving report

KTM 1290 Super Adventure in the driving report

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KTM 1290 Super Adventure in the driving report
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A monster unit in a rather tourist machine.

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The huge 30 liter tank makes the Super Adventure appear mighty, in terms of equipment it offers almost all currently conceivable features …

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… These include an innovative, graduated cornering light that is intended to illuminate the road at night when inclined …

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… Distance sensors on the swing arm and fork as well as acceleration sensors control the now semi-active WP chassis.

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Luxury at the workplace: behind the large window there is almost no wind even in the lowest position; the electronics package is a bit cumbersome, but at least very logical to use.

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KTM set the bar pretty high with the 1190 Adventure presented two years ago: 150 hp in combination with a 19-inch front wheel, that was a new dimension in this segment.

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But now the Austrians are even adding another briquette. The new 1290 Super Adventure promises a full 160 PS and even more pressure in all situations …

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… with the V2 engine of the Super Duke, which is nicknamed “The Beast”.

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KTM 1290 Super Adventure.

KTM 1290 Super Adventure in the driving report

Does that still make any sense?

The KTM 1290 Super Adventure is a travel enduro for everyone who is only satisfied with superlatives. On Gran Canaria we gathered our first driving impressions.

Does it really always have to be more? Super athletes have already broken the 200 hp barrier, and recently, the performance development of travel enduro bikes has also been steadily increasing. KTM itself set the bar pretty high with the 1190 Adventure presented two years ago: 150 hp in combination with a 19-inch front wheel, that was a new dimension in this segment.

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KTM 1290 Super Adventure in the driving report

KTM 1050 Adventure in the driving report
Practice humility

The engine and equipment justify the addition of the name Super

Especially since the development department made some changes to this motor base. It got a heavier rotor with a larger flywheel mass, narrower channels, adapted mappings, a primary drive with a damper element, a longer sixth gear and other optimizations. So that not only the engine justifies the addition of the name Super, a lot of work has also been done on the chassis and, above all, on the equipment compared to the 1190. It is well known that the colleagues in Mattighofen never give up anyway. They were the first to have the Bosch MSC, known colloquially as “Cornering ABS”, and now additional features are being added that are networked with the lean angle sensors. For example the semi-active WP suspension, which is controlled via additional acceleration sensors on the steering head and in the rear as well as displacement sensors on the swing arm and in a fork leg. The damping of the KTM 1290 Super Adventure is continuously adjusted in the millisecond range, imperceptibly for the driver.

The cornering light is also new, based on an LED cascade inserted into the side of the cladding, which lights up in three stages at a ten, 20 and 30 degree incline. At least at night or in the tunnel, when the on-board electronics have automatically switched from daytime running lights to full lighting. The other list of standard equipment for the KTM 1290 Super Adventure leaves little to be desired: cruise control, heated grips and seats, tire pressure control, self-resetting indicators, plus everything that the 1190 already has on board. As an option, interested parties can only tick two features: a hill start aid and a drag torque control. Amazingly, a quickshifter is missing in the KTM program so far, but the development department is already working flat out on it.

Stalling is hardly possible even with intent

That all sounds pretty exciting in theory, but how does the KTM 1290 Super Adventure ride? This question should be answered by an entertaining, varied round on Gran Canaria. Corkscrew-like slopes modeled into the mountain landscape between picturesque villages dotted into the mountain landscape are just the right time to test the smooth running of the engine and the handling of the chassis.

At first glance, ergonomically, not much has changed, and yet there are differences. The expansive 30-liter tank of the KTM 1290 Super Adventure spreads its legs a little wider, while the 1190 handlebars, which some consider to be a bit narrow, have been widened by two centimeters – as was the case with the 1050. There was also a new, long-term comfortable seat. 

Pull the clutch, engage first gear: It works almost noiselessly. It’s wonderful how easily the KTM 1290 Super Adventure is set in motion. The 1290 runs very evenly from 2000 revolutions, already pushing over 100 Nm. Stalling is hardly possible even with intent. In the case of tourist driving, you limit yourself to the range from 3000 to 5000 rpm. Down here, the 1.3-liter V2 feels right at home, spoiled with a smooth running culture and powerful, but finely adjustable thrust. A different world compared to the rather snappy, speed-oriented 1190.

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KTM 1290 Super Adventure in the driving report

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Friction disc in the throttle simulates a Bowden cable

The fact that the big KTM engines – and not just them – now run so smoothly is thanks to great development know-how and consistent coordination work. The technicians proudly refer to their experience in thermodynamics. An example of how consistently they work on details in Mattighofen: The throttle grip housing of the KTM 1290 Super Adventure looks a bit clunky at first, but it hides a kind of friction disc. This is used to simulate a Bowden cable and thus generate minimal static friction, so that the driver does not disturb the constant speed by unconscious movement on the smooth throttle grip. And it works, as you can feel when switching to a different adventure model.

Despite all efforts to optimize the running smoothness, the power unit is of course not lacking in liveliness at the top, the usual sporty character was retained. However, you really can’t do anything with the excess power in the upper third of the rev range on these roads. German autobahns have to show the potential of the KTM 1290 Super Adventure and what the hitherto not necessarily impeccable high-speed stability is.

1290 dry 12 kilos heavier than 1190

The soft engine certainly contributes a huge part to this gentle, fluffy curve swing on Canarian mountain roads, but the chassis also makes a decisive contribution. The higher takeoff weight – about twelve kilograms is the difference to the 1190 dry – remains noticeable, but the driving impression is characterized by surprising lightness and wonderful neutrality. The KTM 1290 Super Adventure implements the driver’s steering requests with a high degree of precision, and no significant effort is required, even when turning quickly or in large lean angles. By the way, touching it down doesn’t do anything for a long time, the main stand scratches a little deep down. The many assistance systems work more often than you think, but inconspicuously in the background and convey a confident feeling of security.

Great progress can be noted in suspension behavior. The previous 1190 was not perfect on this point, despite electronic adjustability. The semi-active suspension of the KTM 1290 Super Adventure allows a softer basic set-up without too much movement coming into the framework on rough terrain. On the contrary, the machine remains significantly more stable and does not dive down when braking thanks to the integrated anti-dive effect. This has a particular effect on the pillion passenger and / or the load.

The differences in the individual driving programs are also large. The fact that the driving modes are no longer combined with the suspension makes operation even more complex. MOTORRAD will soon deal extensively with this topic in the top test of the KTM 1290 Super Adventure. The response behavior is excellent, only when driving very slowly can you occasionally feel a slight stuttering from the fork tubes, which, according to WP technicians, comes from the damping valves and is functionally irrelevant.

KTM 1290 Super Adventure costs just under 18,000 euros

So all in all a fantastic motorcycle, even the skeptical tester can hardly find any starting point for criticism. The slightly spread leg posture is certainly inevitable with this tank volume, but it doesn’t really matter. On the other hand, the bulging and narrow heated grip rubbers on the outside could be avoided. The fact that the KTM menu navigation is logical, but a bit cumbersome to use, was already criticized with the 1190. An additional mode switch on the handlebars of the KTM 1290 Super Adventure would be desirable. The cladding offers outstanding, almost turbulence-free wind protection, the price is an edge that protrudes high into the field of vision even in the lowest position. Adjusting while driving is theoretically possible, but practically difficult. The pressure point of the handbrake lever that wandered on the test machine is more likely to be interpreted as an outlier.

To finally answer the initial question: Yes, it can be more when performance is served as appetizingly and palatable as with the KTM 1290 Super Adventure. Let’s just forget the 160 hp, that’s not what the Super Adventure is about. However, the increase in comfort, culture and luxury also has its price: At just under 18,000 euros, KTM is now moving into regions where a fully equipped BMW R 1200 GS Adventure was previously unrivaled. The latter is now changing, and not just from a financial point of view. KTM wants to raise the Adventure to this level and play in the top league in this segment.

Technical data Super Adventure

engine: Water-cooled two-cylinder four-stroke 75-degree V-engine, one balancer shaft, two overhead, chain-driven camshafts, four valves per cylinder, bucket tappets, dry sump lubrication, injection, 2x Ø 52 mm, regulated catalytic converter with secondary air system, 450 W alternator, battery 12 V / 11 Ah, hydraulically operated multi-disc oil bath clutch (anti-hopping), six-speed gearbox, X-ring chain, secondary ratio 42:17.

Bore x stroke: 108.0 x 71.0 mm
Displacement: 1301 cm³
Compression ratio: 13.1: 1
Rated output: 118.0 kW (161 hp) at 8750 rpm
Max. Torque: 140 Nm at 6750 rpm

Landing gear: Steel tubular frame, load-bearing motor, upside-down fork, Ø 48 mm, hydraulic steering damper, 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, Ø 320 mm, four-piston fixed calipers, rear disc brake, Ø 267 mm, two-piston fixed caliper, traction control, semi-integral braking system, ABS.

Spoked wheels with aluminum rims: 3.50 x 19; 5.00 x 17
Tires: 120/70 ZR 19; 170/60 ZR 17

Dimensions + weights: Wheelbase 1560 mm, steering head angle 64.0 degrees, caster 120 mm, spring travel f / h 200/200 mm, seat height 860–875 mm, weight (without petrol) 229 kg, permissible total weight not specified, tank capacity / reserve 30.0 / 4 , 0 liters.

Guarantee: two years
Colors: white / gray
Price: 17,895 euros
Additional costs: 200 euros

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