The new KTM 1190 Adventure

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Driving report: KTM 1190 Adventure

KTM Adventure – travel enduro with an athlete’s heart

Being able to adjust engine characteristics and chassis tuning at the push of a button is the latest craze for travel enduros. A lot of pressure from the stately displacement too. The new KTM 1190 Adventure has both.

Driving report: KTM 1190 Adventure

Definitely, Christmas is over. And yet the tank fairing of the KTM sparkles like microscopic Christmas candles in the sun. With every degree with which the viewing angle changes, the paintwork changes its tone, transforming from a subtle ocher into a glistening orange. No doubt, this classy coloring alone sets an example: The 1190 Adventure is ready for the big stage.

Driving report: KTM 1190 Adventure

KTM Adventure – travel enduro with an athlete‘s heart

KTM

Amicable separation: speedometer, rev counter on the right, information on the driving mode, the damping, traction control on the left.

And the new KTM Adventure goes one step further in this look. The Austrians are the first manufacturer in this segment to equip their globetrotters with a lean angle sensor, which also makes the traction control even more sensitive when cornering. Take it, take it. Bits and bytes should not obscure the view. Because for the new 1190 Adventure the people from the Alps broke with almost all the conventions previously laid down in the orange-colored specification sheet. Small wheels (17/19-inch instead of the previous 18/21-inch combo), large 23-liter tank, more wind protection, new frame, new swing arm, thick motor – everything is different. Hardly a screw from the previous 990s fits the new one.

And the very first contact reveals the conceptual change. Is it the relatively low stern or the enthusiasm that gives it momentum? Despite the class-standard 860 millimeter seat height, the right leg can be swung effortlessly over the top case carrier, while the very best glides gently onto the seat cushion, which is now split into two for the first time. If you want, you can also position yourself higher. In a matter of seconds, the seat can be pushed into a second guide 15 millimeters higher without tools. It sits tight, but not uncomfortable, on the new upholstery.

And now, the long-awaited moment: pressed the electric starter. Immediately the V2 roars off, still exuding the acoustic aura of the superbike engine from the RC8 R. Understandable, after all, the 75-degree two-cylinder was able to remain astonishingly true to itself even in excursion gear. More moderate valve timing, longer intake trumpets, inlet valves made of steel instead of titanium, a new mapping and a gearbox with a lower gear ratio in first gear – that’s all it took to domesticate the 174 hp super sports engine for touring. The model planners didn’t even put anything on the muscular sportsman’s oscillating weight. The result can be seen. With a peak output of 150 hp, the Austrian engine, on par with the L-Twin of the Ducati Multistrada, is currently the most powerful travel enduro drive.

Gear in. What’s that? The hydraulically operated clutch can be pulled with the force of a single finger. Under load, a servo function will compress the three clutch springs and ensure a secure frictional connection. The technology is not entirely new – some super athletes, choppers and the aforementioned Ducati Multistrada already use the clever clutch – as easy to use as that of the KTM, but so far it is not one of the colleagues.

KTM

Adjustment: The fork damping as well as the spring preload and damping of the shock absorber can be adjusted using the handlebar switch.

The road winds its way up the mountain without a break. As if the KTM had been waiting for it, it staged itself in a flash. It’s great how easily the engine accelerates, flatters at the apex of the curve with gentle load changes and then revs up powerfully and lively. Everything slips as effortlessly as the said clutch or the throttle that can be turned almost without resistance. And like the proverbial bicycle, the Adventure can be folded down, draws its line as if scratched in the asphalt and delivers crystal-clear feedback. Not to believe the factory information at this relaxed, airy appearance would be ignorant. With a full tank, it should weigh 230 kilograms. A value that makes the Austrian – again together with the Multistrada – the lightest of all travel enduros.

Oh, travel enduro. It’s not everything to be quick. So again: done. If only to venture into the depths of electronics. Four different driving modes (Sport, Street, Rain and Offroad) can be selected using the switch on the left end of the handlebar. Each mode combines an engine mapping, the sensitivity of the traction control and a corresponding damping adjustment. The load status can also be set via a submenu. Similar to the ESA technology from BMW, small servomotors on the fork and shock absorber from WP Suspension take on the task of screwdrivers and hook wrenches, turning the damping valves and the rear spring base to previously stored values.

KTM

Structure: With the eye-catching swing arm that is open to the outside, the Adventure takes on a characteristic previously reserved for Duke models.

"Sport" means full power, spontaneous throttle response, a slightly more generous slip control and tight damping, "Street" means softer throttle response, also full power, more restrictive traction control and more comfortable damping. "Rain" and "Offroad" throttle the power to 100 HP, ensure a gentle response and allow braking drifts with the rear wheel ("Offroad"). Anyone who feels restricted in their freedom can switch off both ABS and traction control. But he shouldn’t. Because with sharply tuned ABS and the slip regulator that only intervenes at a rigorous pace (recognizable by the flashing signal in the display), the electronic assistants should all be driving on this side of Valentino Rossi & Co. be superior to travel endurists. By the way: Even electricians don’t need to be afraid of operating the electronics. The menu navigation is easy to understand.

So, click on “Street” fashion and cruise comfortably. Or is there still a more comfortable setup somewhere? Because the tourist fluffiness doesn’t really want to adjust. Potholes or rough pieces of asphalt could swallow the spring elements, which tend to be tightly tuned, a little more sensitively. Sporty pilots like the large damping reserves and the therefore bomb-proof roadholding in all situations, pleasure-seekers would be happy about a shot of more comfort – especially against the background of the large tuning range still possible with the "Sport" option. More a more pronounced wind protection. There is no doubt that the lens adapts itself homogeneously to the sleek optical line of the Adventure and can also be pulled upwards from its basic position by 35 millimeters without tools. Smaller pilots will surely find a cozy place behind it, larger ones (from about 1.80 meters) will probably only feel in good hands behind the higher windshield (119 euros) available as an original accessory.

KTM

The KTM 1190 Adventure remains true to the sporty KTM philosophy.

Anything else to complain about? About the engine? Who catapulted the adventuring into the maze of curves, no matter how wonderfully spontaneous and lively, onto the straights – but now, when the speed occasionally falls below 3000 rpm at a leisurely pace, she shakes herself uncomfortably. One forgives him. Because without ignoring the aforementioned weaknesses, KTM has achieved something impressive with the Adventure. Even if the power, weight and performance of the electronic helpers will still be verified in the top test in the next issue of MOTORRAD, one can already assume that it is one of the strongest and most technically modern, it is possibly the lightest, maybe also the one Most handy, has the largest tank of all, at 14,795 euros (including ABS, electronic suspension and tire pressure control) a fair price – and yet with its sporty focus it has remained true to itself. Or to put it another way: The brand-typical orange has not faded in the fabric rinse on the new Adventure either.

Data of the 1190 Adventure

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The R model

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The R-model of the KTM 1190 Adventure in off-road terrain.

At the same time as Adventure, KTM is also offering the new technology to fans of studs with the 1190 Adventure R. The R model, which with its large wheels is undoubtedly the better choice for off-road fans and long-distance travelers, differs from the basic version in the following points:

Wheels: 18 inches at the back, 21 inches at the front (instead of 17/19 inches)
Spring elements: only available without electronic damping adjustment (EDS), harder spring rates front and rear, spring travel front / rear 220 mm (instead of 190 mm)
Ground clearance: larger (265 instead of 220 mm)
Trail: longer (138 instead of 120 mm)
Handlebar: wider (820 instead of 800 mm)
Bench: one piece instead of two
Windshield: smaller and not height adjustable
Crash bars: standard
Price: 14,895 euros plus additional costs

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