Trail – KTM 1290 Super Adventure S test: high performance maxi-trail! – Page 3 – 1290 Super Adventure S: MNC technical update

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KTM 1290 Super Adventure S test: maxi-trail maxi performance !

Trail - KTM 1290 Super Adventure S test: high performance maxi-trail! - Page 3 - 1290 Super Adventure S: MNC technical update

Only two years after its release, the KTM 1290 Super Adventure is evolving in depth and diversifying to better occupy the – juicy – segment of maxi-trails. MNC tested the ultra-efficient "S" version, with its stormy 160 hp (!) And its cutting-edge electronics. Test.

Page 3 – 1290 Super Adventure S: MNC technical update

Engine

The engine of the 1290 Super Adventure-S does not receive major changes, which is not illogical since its design is very recent. KTM only adapted it to Euro4 standards through a new injection map and a more efficient exhaust system. This enormous V2 of 1301cc (1.3 l!) Also releases a box at the level of the admission, called "resonance box" by the Austrians, which allows to optimize the gas stream for better efficiency.

This allows this twin open at 75 ° to keep intact its impressive performance of 160 hp at 8750 rpm and 140 Nm of torque at 6750 rpm. Values ​​that put the 1290 Super Adventure-S at the top of the maxi-trail scale. Directly taken from the Super Duke R roadster, this twin is originally a bored version of the LC8 of the late Superbike RC8R. It is also recently found on the semi-streamlined Super Duke GT roadster..

With its enormous pistons 108 mm in diameter (10.8 cm!) Which frolic over 71 mm of stroke, this heavily compressed monster (13.1 to 1) is of the super-square type, like the most recent Ducati twins. The result is a phenomenal extension (10,250 rpm), combined with incredible filling: 108 Nm of torque flow from 2,500 rpm !

Keihin injection is controlled by a ride-by-wire accelerator, while the ignition in each cylinder is executed via two different sized spark plugs. This dual ignition, also used on some Ducati and Harley-Davidson, optimizes each explosion and therefore improves mechanical performance while reducing unburnt emissions..

The clutch is actuated by a hydraulic control – adjustable in spacing – connected to a multidisc in an oil bath. To prevent the rear wheel from jamming, KTM has equipped it with an anti-drrible. As an option, an electronic engine brake regulation device Motor Slip Regulation (MSR) supports this mechanical system, adding a little gas if the rear wheel locks up when downshifting..

Regarding maintenance, KTM announces service intervals every 15,000 km, a reasonable mileage for this twin which is certainly not. !

Cycle part

The 1290 Super Adventure-S’s cycle part is based on the "in-house" chrome-molybdenum-reinforced tubular steel trellis frame, also found on the Super Duke R and Super Duke GT. The wheelbase of 1560 mm and the trail of 120 mm give the bike a fairly agile behavior, despite the 238 kg displayed with the 23 liters of gasoline..

In terms of peripherals, the 1290 Super Adventure-S uses quality components, such as Brembo 4-piston radial brake calipers actuated by a master cylinder in radial position. These grippers, operated by an adjustable lever, close powerfully on two 320 mm discs. At the rear, a simple Brembo 2-piston caliper drives a 267mm disc.

As standard, a Bosch 9ME ABS regulates braking forces between front and rear to improve stopping power, but also to fine tune it according to the incline. In theory, the system is thus able to avoid losing the front end following sudden braking on the angle. Remember that the 1190 Adventure is the first motorcycle to be fitted with this device in 2014. This "cornering ABS" can be deactivated at the rear, for Off-Road use..

For the suspensions, the 1290 Super Adventure-S carries semi-active WP (KTM brand) elements as standard, with continuous adjustment of the hydraulic laws. The inverted fork – whose movements are limited by a steering damper – has 48mm in diameter and 200mm of travel. At the rear, the mono-shock absorber swings at the same height, hence the fairly high saddle height of the bike: 860 mm in the low position, 875 mm in the high position.

The original pneumatic mounting is entrusted to the very good Pirelli Scorpion Trail II, whose behavior was irreproachable during this contact, despite the roads with changing grip and a short portion in the wet. Reduced warm-up time, excellent grip, clear feedback, traction to match power and torque: Italian tires hit the nail on the head !

These tires fit on 120/70/19 and 170/60/17 angled valve rims, i.e. a minimum rim height at the front for a trail and a limited width at the rear. Note that in addition to the adjustable saddle height, the 1290 Super Adventure-S also offers a handlebar with varying height, as well as adjustable footrests over 10 mm. Revealing details of a motorcycle – well – designed to ride.

Electronic

Like the previous generation, the 1290 Super Adventure-S gives pride of place to electronic assistance and advanced equipment, such as its "cornering light" via three LED headlights fixed in the tip of its side fairings . MNC was able to test this device on small Corsican roads and the result is interesting in its ability to illuminate the inside of curves..

Also used by Yamaha on the FJR1300, this system gradually lights up LEDs – located at the bottom of the original inverted horseshoe-shaped optic – according to the inclination of the motorcycle which is calculated by the sensors of the Motorcycle Stability Control unit. (MSC). This MSC box, which continuously measures the inclination of the motorcycle, is also used to provide very precise information on the anti-slip and the adjustable and disconnectable ABS. Concretely, the more the motorcycle is bevelled, the more the intervention of the electronics will be fine and progressive.

The degree of these interventions is by default linked to the four driving modes offered: Sport, Street, Rain and Off-Road, which can be modified while driving – gas cut – from the left stalk. In addition to a more or less direct response from the electronic throttle, these modes receive different parameters: in Sport, the 160 hp tumble down at full gallop and the ABS as the anti-skating are very discreet. This mode even allows slight drifts and nose-up acceleration..

In "Rain" mode, it’s the opposite: the power arrives in a hushed way and the electronic crutches are on maximum alert, ready to curb the 160 hp and 140 Nm at the slightest sign of loss of control . Finally, the Off-Road mode offers a very linear power supply and especially deactivates the ABS at the rear to allow the bike to turn while skidding..

The anti-skating can also be completely disconnected when driving, by pressing and holding the "Set" button on the left stalk, then releasing it to confirm. The handling is not very practical but has the merit of being able to be carried out without stopping, and above all not to risk unplugging everything by mistake! Bosch angle-sensitive ABS, on the other hand, is coupled front to back only – the right pedal has no effect on the front.

As for the semi-active suspensions developed by WP, they always operate according to the same principle: once the preload has been adjusted when stationary (via pictograms for "pilot alone", "duo", "solo loaded" or "duo loaded" , the system then manages the hydraulics in real time. Each action on the inverted fork and the monoshock would take only "10 milliseconds", according to KTM !

Concretely, solenoid valves placed on the suspensions are able to open and close in the blink of an eye to limit or amplify the passage of oil through the valves. The device thus acts on the expansion and compression to absorb an obstacle more effectively. Everything is informed by three sensors, placed behind the fork, under the rider saddle and at the level of the swingarm axis..

The device also provides an "anti-dive" function in order to avoid a too pronounced transfer of attitude when braking or accelerating. This characteristic ensuring a level attitude in all circumstances varies according to the engaged mode: very active in "Comfort" and "Street", it is deactivated in "Sport". KTM justifies this choice by explaining that in fast driving, most testers prefer to feel the fork plunge under braking, in particular on the entries of "bleeding" curves.. 

It is also a way of distinguishing itself from the competitor BMW, including one of the features of the Telelever front end is precisely to "erase" the transfer under braking. The three main sensors are connected to an electronic Suspension Control Unit (SCU), responsible for continuously analyzing the position and attitude of the motorcycle. This WP unit therefore works in parallel with the Bosch box managing ABS and anti-slip.

The other novelty on the 1290 Super Adventure-S is due to its 6.5-inch color TFT matrix instrumentation, whose format and quality of arrangement of the very large amount of information is completely new. This dashboard provides information on all the parameters: gear engaged, mileage, average and instantaneous consumption, driving mode engaged, ABS, traction control, suspension adjustment, air temperature, time, tire pressure, etc. Watch our smart-video live of the test to appreciate its completeness !

But that’s not all: this futuristic instrumentation can also be connected to a telephone by Bluettooth via the "KTM My Ride" option: in this way, the pilot can view certain information from his smartphone, such as an incoming call and his musical play-list. The system also opens a navigation in the smartphone from the handlebars, to play music that we listen to via a bluetooth headset, for example.  

Finally, the Super Adventure-S also comes standard with a cruise control, active from 50 km / h. Its control has been moved from the right stalk to the top of the left stalk, where it is easily operated. As an option, the Austrian maxi-trail can also receive Hill Hold Control (HHC) hill start assist, the action of which results in locking the rear brake for 5 seconds. To activate it, just keep pressure on the front or rear brake.

The orange traction control (TC) warning light comes on and becomes solid, indicating that the device has blocked the rear caliper. Practical, this HHC allows you to concentrate only on the accelerator and the clutch when restarting on a hill, without fear that the bike may roll back following an error.

Another practical device which is also included in the optional section: the shifter +, which allows up and down gears without disengaging. The system is responsive and precise, but could gain even more smoothness of use, especially during certain downshift phases. Still, shifter Up and down – sold alone at 392.50 € is very addictive, making you totally forget the existence of the clutch lever until the motorcycle stops. !

This kind of system reconciles the advantages of an automated gearbox – speed and simplicity – without its drawbacks, such as the high weight and price and above all the loss of the freedom of the moment to shift as you wish. Unlike an auto transmission, with an up and down shifter, it is always the driver who decides when to shift up and down. MNC approved, just like the new waterproof storage space installed under the screen !

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