We drove: KTM 1190 Adventure – it won’t work with others…

(Iz Automagazina 09/2013)

text: Matevž Gribar, photo: Saša Kapetanovič

Regular readers of Auto magazine, our website and the annual Moto catalog may notice the content you've already heard (sorry, read) in the following lines, but I'll restore it anyway. Something short story it doesn't hurt to understand the present. When KTM showed its appetite after the attack in the GS class (aptly named), it found itself in the adventure-oriented motorcycle circles. Finally, a real big enduro will be born that really deserves this title and will not be called that just because a motorcycle with large wheels and a wide handlebar just needs to be called something. You know, the GS has been criticized and continues to be criticized for being too road-going and too little enduro, and it was expected that KTM and whoever would finally make a real off-road touring bike.

And indeed, since the end of the second millennium, they have developed an engine and Fabrizio Meonij in the saddle in 2001 they won the Rally of the Pharaohs, and a year later, the Dakar. Serial LC8 Adventure 950, which looks like Meoni's racing car, was born two years later. In its entire history, that is, until last year (first 950, then 990), it was the most off-road big enduro. GS was no match for him. And, to the joy of the Bavarians, on the contrary - BMW reigned supreme in the field of road comfort and, what is ultimately most important, in terms of sales. It's just that not all motorcyclists-adventurers are mud-decomposers. Moreover, such a minority (a) (

KTM knows this, so they first tried the touring version of their supermoto, the SM-T. A great motorcycle, but for the mass of calm motorcycle tourists who go to the Dolomites in the summer to cool off, it is alive. I thought softening up the next generation of the Adventure was a logical move. And on a rather warm April Monday, a test Adventure took place in the road version. There is also an R version with longer mechanically adjustable travel (210 and 220 millimeters), a smaller windshield and wheels that can fit more off-road tires. But this is our way.

Circling through the maze of Koper roundabouts and marveling. Where are they? vibrations? Where is the squeak at low revs and the shaking of the drive chain? I suspect some kind of rain program is on, so at the first opportunity I stop and switch from the road (no, it wasn't rain) to sports. It is also possible to switch between programs while driving, but until you master the (easy) control of the four rather hard buttons on the left side of the steering wheel, we recommend that you focus on those weird Koper roundabouts while driving. Aha, already more alive! But still surprising for a motorcycle of this brand. polished... You don't have to clutch your way around town.

The mirrors are installed on rather short legs, too much force is required to activate the side step. The gauges are very good, the seat is excellent, the driving position is great. Protection against wind height can be adjusted manually and without tools by switching two levers. The grip is incredibly soft and very pleasant to the touch. To the left of the sensors is a 12 V socket, to the right is a small box.

Since I feel like this is still a real KTM, despite the "softening", I assume this will be shown in the photos on the rear wheel, so I wait to view the selector again. Yes, I found the settings MTC in ABS. In contrast to briefly pressing the button when confirming engine programs, the button must be held for a few seconds when the traction control or anti-lock braking system is turned off. And lo and behold, now KTM is also experiencing after the last one. And without resistance, and without twisting the chassis. Well, here's what I wanted to say - this cannot be done with most motorcycles in this class.... Maybe only with Multistrada.

Is there enough power? Are you kidding? The motorcycle rides like the wind. For a more lively movement, it needs to be turned by more than five thousandths, or you can travel around the city at a lower cost. But only in the city: on the open road due to the (still sporty) nature and chain secondary transmission do not be lazy and go from the village to the track in sixth gear. An engine with a gearbox in sixth gear only feels good at speeds of over a hundred kilometers per hour. And lo and behold, in this case, the BMW boxer with a cardan transmission is the winner.

It rides great in corners, stable on the track. After 200 kilometers, the butt did not complain at all - seat really good. Although it is no longer an off-road vehicle, it does not restrict standing movement. The windshield is strong, but for a completely relaxed ride, it still lacks a finger above the windshield at my 181 centimeters. The ignition lock is installed inconveniently; When the steering wheel is locked, the key ring must be tucked under the upper crosspiece.

I'm still trying on the streets of Ljubljana rain program... It is very useful not only in the rain, as the engine reacts gently, but not too lazily (as it was on some Aprilias). The drivetrain has been greatly improved, albeit with unmistakable KTM precision, with occasional inconclusive reviews on whether the left foot did the job. At the end of a busy trip, the on-board computer showed an average consumption of 6,7 liters per hundred kilometers. For even small flow measurements? There was no time. One more information is surprising: service interval they were lengthened twice - up to 15.000 thousand kilometers. Hm.

First judgment: KTM brought Adventure closer to a wider customer base and maintained a sporty and healthy character. Yes, this year we definitely need to repeat the big enduro comparison test.

Face to face: Petr Kavchich

The first Adventure was a hit for me, KTM showed that it had balls in it and that they took the word enduro very seriously. Now, more than a decade later, they've built a bike that's a bit of a departure from the first, the seat is comfortable, the tires are more road-friendly, the overall look is more aerodynamic. After the first few kilometers (even a little on the gravel) I can say that they have made a great bike that will reach very high marks. Lightweight, agile, strong and reliable enough to be called an enduro. Impressed with driving performance and excellent driving position. A bunch of electronics help keep it safe in the right place. For KTM, this bike is a huge step forward. Well done, KTM!

What does electronics offer? No, he doesn't have tetris

Considering all the options, the selector is very straightforward and simple. There are basically 11 different screens:

FAVORITES: here we can set what information we will track while driving.

DRIVE MODE: we choose between sports, road, rain and off-road engine operation.

DAMPING: adjust various suspension settings; preset options: sport, street and comfort.

LOAD: weight selection. The icons represent four options: Motorcyclist, Motorcyclist with Luggage, Motorcyclist with Passenger, Motorcyclist with Passenger and Luggage.

MTC / ABS: enable and disable traction control and anti-lock braking systems; ABS can be switched to off-road mode.

THERMAL CAPTURE: three-stage lever heating control.

Settings: we set the language, units, we can turn on the work on 80-octane fuel.

TMPS: shows the pressure in both tires.

GENERAL INFORMATION: air temperature, date, total mileage, battery voltage, oil temperature.

TRIP1: on-board computer 1.

TRIP2: on-board computer 2.

In addition, the digital display constantly displays the speedometer, gear selected, coolant temperature, fuel level, clock, selected engine program and suspension settings.