We drove: KTM 1290 Super Adventure S premieres with better-than-car radar cruise control

The Bavarians were the first to join the current battle of the most coveted and most powerful adventure bikes, sending their S1000 XR to the battlefield first. It was followed by Ducati with its Multistrada, which this time, for the first time with a four-cylinder V-engine and radical changes, actually performed the most difficult task. At KTM, they turned this into a strategic advantage with their own time lag. and make a motorcycle that will take the spirit of the fans of the brand, and especially the fans of this segment.

Last but not least, KTM is a master of various terrains, proving its presence and success in competition and racing across many racing classes. Enduro, motocross or tarmac – there is virtually no dirt or off-road that the KTM can’t handle. But when it comes to a motorcycle, the first task of which is to become the best in all areas is a little more difficult... Well, in fact, modern technology has made this ideal theoretically achievable, and the new KTM 1290 Super Adventure S is proof that Mattinghofen still knows how to turn perfect theory into great practice.

The history of the over 1.000 cc enduro sport-touring motorcycle began at KTM in 2013, when KTM first offered customers a cocktail of basic electronics, comfortable ergonomics and the powerful LC8 drivetrain. It's two years later KTM has changed the game and brought an unimaginable amount of modern electronics to the segment., which included Cornering ABS, Traction Control, Start Control, various engine layouts, and a new generation LC8 engine that grew to 1.301cc and power to a staggering 160hp.

Up to 90 percent new

Six years later, a lot has happened in this noblest and for some time also the most popular class of motorcycles, and, above all, the time has come for fundamental changes due to the aforementioned almost completely renewed competitors.

Even those whose eyes cannot quickly pick up on the differences in detail should easily recognize the latest generation of KTM standard bearers. As many as 90 percent of Super Adventure is brand new... So it's not just a new Super Adventure, but an all-new, unrivaled, almost dramatic and all-encompassing, radically new motorcycle. I confess that I am exaggerating, there was already a lot of things in KTM, but, first of all, it was a good basis that needed to be specifically improved.

Well, if you haven't noticed all the small design changes yet, in my opinion you shouldn't miss the significantly more numerous underside of the bike. Where Super Adventure used to be stripped and, above all, very casual, it's now all right. concrete armor boasts on both sides... It won't be far from the truth if I write that the lower part of the motorcycle is in the area of ​​the rider's feet, now it is as bulky as that of the Bavarian boxer. All this abundance contributes to better aerodynamics and, as a result, comfort at high speeds, but more importantly, the tank is hidden under the armor. From now on, it is the same as in the racing special. consisting of three cells, of which the upper serves mainly as a filling part, and the main part of the fuel flows into the segments under the left and right armor, and together their volume is 23 liters. Of course, the left and right parts of the tank are interconnected, and one pump is responsible for supplying fuel. Needless to say, the main purpose of this innovation is to lower the center of gravity, which brings many advantages in terms of driving performance. But more on that later.

Also radically new is the tubular frame, the parts of which are laser cut and welded by a robot. But more important than the production technology itself, it is now shorter, lighter and weighs only 10 kilograms. The engine turns forward two degrees. The frame head is now set back 15mm when the forks are attached, resulting in a more flexed driver's arms, just enough to contribute to better cushioning, handling and a sense of stability when driving off-road.

Anyone who, given the fact that the frame is shorter, is tired of the Super Adventure losing its proverbial superior stability and handling at high speeds can rest assured. The wheelbase remains the same thanks to the longer rear fork. The factory does not indicate how much is in the official data, but at the presentation, the KTM technicians told us that it is about 40 mm.

Also new is the rear auxiliary frame, which is also more durable and allows for different seats, and there is also a really useful and convenient storage space under the seat for small items. By the way, up to eleven different seat configurations available, single double, different heights and thicknesses of upholstery.

If and where, KTM is the master of simple yet effective solutions. A typical example is a windshield, the performance of which, regardless of its setting, needs to be evaluated. A simple adjustment in the range of 55 millimeters can also be carried out on the move using the rotating wheels. I know some of you will stink that the setup is not electric, but personally this is the solution, I absolutely applaud this, especially in the spirit of the famous KTM slogan. Namely, I see no reasonable reason to put a pound of extra weight in the form of rigging and electromechanics on the near-tallest part of a motorcycle in the name of prestige, despite all efforts to reduce the center. gravity. Not that it has a big impact on driving on the road, but I always appreciate it when someone is true to their idea.

Technique - nothing left untouched

In keeping with the tradition of KTM, the suspension was provided by WP, of course with the latest generation of active suspension, which is specially adapted to respond quickly to changes in settings, as well as to adjust the base according to the chosen setting. The front and rear suspension travel is the same at 200 millimeters. The rear shock absorber is also equipped with a sensor that transmits load data to the central control unit, which automatically or manually ensures the appropriate height settings and thus optimal balance for the entire body of the motorcycle. The driver has five different settings; Comfort, Street, Sport, Off-road and Auto, the latter adapts to the current driving style.

The changes that the engine itself has undergone, of course, are mainly related to the Euro5 standard, vbut at the expense of the latter, at least on paper, the engine has lost nothing. It retained a furious 160 "horsepower" and a staggering 138 Nm of torque. The engine pistons are new, the lubrication system is improved, internal friction is reduced, and the engine is also lighter by a good kilogram.

In the production version, the engine offers four folders; Rain, street, sports and off-road. In any case, I think it makes sense to pay extra for the Rally package, which also includes a “quickshifter” and an optional Rally program in which you can set the rear wheel to idle and throttle response in nine stages, from soft to very aggressive.

Among the big and important innovations, of course, one can highlight the completely new active radar cruise control, which saw the light in the world of serial motorcycles only in this year's motorcycle season. KTM is not officially the first, but it introduced the novelty almost simultaneously with Ducati, which otherwise won this unique battle for prestige. For customers, the winner will be the one who is the first to bring motorcycles with radar active cruise control to dealerships. And you won't believe that it works better than I expected, but more on that later.

In driving - travel, drive, race, off-road

With the infamous galloping pandemic slowing towards the calm trot during the international launch, KTM chose the climate and weather-friendly island of Fuertaventura for the journalistic launch of the new Super Adventure. You know, the Canary Islands are so weather-friendly that even Opel's sheet metal from the XNUMX's still looks fresh. I must admit that the choice of the location for my first serious trip this season suited me, and most of all I expected good weather forecasts on the day of the presentation. This way I don't have to try the least fun driving program in the rain; I thought so.

The group of journalists in which we rode the first part of the trip quickly made it clear that we need a more dynamic pace. First, because the conditions were perfect, and secondly, since the KTM is not really the bike you would like to ride slowly, although the two-cylinder in the lower modes is also more than satisfactory for such a ride. February morning on the Atlantic coast is also quite fresh, so the aforementioned windshield quickly showed its true value. Wind protection in the legs is good due to the wide lower armor, and the upper windshield also does its job well. It blows a little in the shoulder area, but by simply raising the windshield, the wind protection is proportionally increased. The higher the windshield, the less wind vortexes around the body and more around the helmet, which also slightly increases noise. However, I had the feeling that I would quickly get used to it and, given my height, I would find the optimal setting that I would not even need to change much later.

All in all, I could write that the latest generation of the LC8 is perhaps even the most advanced of such V-2 engines. It runs very smoothly in place and at low revs, but I still didn't miss that feeling. that the engine below 2.500 rpm is not the best... He cannot help but tickle, kick and shake, he cannot completely hide his athletic genes with aggressive electronics. Power develops very linearly, with some vibrations transmitted to the pedals in the mid-range, which are definitely “for the soul” and not disturbing. This linearity is present up to two-thirds of the rev range, and when this limit is exceeded, the Super Adventure S shows its true character. Then it rattles, pulls, in third gear presses on the rear wheel and in general it seems like a racing "tense". Again, if you ask me, this is just an added plus with which KTM follows the philosophy of its slogan.

Without a direct comparison to the previous model, I find it difficult to comment on the promised progress in terms of ergonomics and driving position, but I still find that both space and position fit together very well. The superiority and versatility of ergonomics was also demonstrated by the fact that when riding, we riders of very different heights sat well on different bikes with different seat settings.

Given that the Super Adventure sits on a 19-inch wheel in front, it must be considered that it is slower and less abrupt when jumping from slope to a slope than some competitors, which stand on the rim of a 17-inch wheel. However, given that the bike is still a compromise.what the versatility of the segment to which it belongs to requires, I don't see much of a problem. Because of this, you will by no means be slower, you just need to make sure that the line in some sequence of closed and sharp bends will not be too deep, because in this case some bend will have to be separated with a brake. However, if the track is perfect, the Super Adventure S enters a turn on a slope as well as very deep. The superb, precise and solid chassis combined with the responsive suspension evokes extremely high levels of self-confidence, courage and self-confidence in the driver. Big.

The bike's balance, combined with the matched suspension, also delivers maximum carefree and generous gravel fun. More demanding terrain will of course need to change tires, but when it comes to gear ratios and power transfer to the rear wheel, it seems like this Super Adventure S could be a pretty serious SUV as well. On an asphalt road made of rubble, it moves almost like on asphalt, and over possible sections of sand, the front wheel also takes a flat or imaginary direction with the road tire when gas is added to the ground for better traction. In Offroad mode, the rear wheel can double the speed of the first wheel, This means that some controlled rear slip is also possible., and at the same time, the rear wheel can be locked with the brake. Well, those who really know have complete leeway in the Rally program.

The location of the three-piece tank also lowers the motorcycle's center of gravity, which is especially noticeable when driving slowly. I won't even exaggerate if I write that due to this novelty, which got into the serial motorcycle directly from the racing department, the Super Adventure, despite its size and weight, is as smart and flexible as the notorious excellent Bavarian boxers.

That being said, the suspension offers several settings, but regardless of driving style, I can say that the best choice is the Auto setting. The adaptation of the suspension to the driving style on the spot is quick and efficient, so there is no need to experiment with other options. If so, then I would choose the "Comfort" option as an instruction. Admittedly, the sport program ensures optimal contact of motorcycles with the road, but completely at the expense of comfort. May be suitable for some section, but definitely not for the whole day.

To be honest, the only comment after about 300 miles is about the quickshifter. I mean it doesn't run smoothly, accurately and quickly, but its manners are only flawless in higher RPM modes, otherwise it likes to take care of some jerking and even gear jamming. Okay, the quickshifter relies heavily on electronics, so I believe that this issue will be solved without problems if my opinion is shared by the buyers.

One step ahead of the competition?

For the 2021 model year, the Super Adventure S has also won big in information electronics. For starters, here's a brand new 7-inch TFT color screen that I can safely point out is currently outperforming others in terms of graphics and transparency. The same goes for the function keys on the steering wheel and the menu control, which with its simplicity is practical. after only a few tens of kilometers, they allow you to change the settings almost blindly... I also find the two hotkeys to quickly jump to preset settings very handy. The set of data and information provided to the driver by the information center is almost complete, and with the help of the application and the Bluetooth connection, navigation and other important data can also be called up on the screen. The Info Center is not only modern and practical, it is also scratch-resistant and insensitive to light from different angles.

Also included in the list of standard equipment. Proximity key 'KTM Race On'which, in addition to the code, offers additional protection against unwanted remote signal transmission from the key to the motorcycle. The method used by motorcycle thieves with laptops and signal converters will be disabled by pressing a button on the key. Simplified; when the button is pressed, the key stops transmitting the signal, so it cannot be “stolen” and transmitted without physical contact with the key.

Still worth considering

In the current version, the KTM 1290 Super Adventure S is definitely a motorcycle worth considering for those buying this type of motorcycle. KTM says that with a “German” price tag of € 18.500, it is the most competitive of the competition in terms of everything it offers. Well, the Slovenian market is a bit specific in terms of prices and duties, but one should probably not expect significant deviations from the "orange" statement. Regardless of specifications, hardware, electronics, workmanship and whatever KTM traditionally represents, however, Super Adventure has something in its spirit that others don't - Ready to Race.

Radar cruise control - a pleasant surprise

However, we motorcyclists were also looking forward to the day when radar active cruise control also found its place on two wheels. Chances are, you are one of those who are a little skeptical about this new product. Questions arise as to how it all works together, how severe the decelerations are, and what happens if cruise control intervenes and leaves the rider unprepared and off balance.

To get started, you need to know the following. Radar cruise control on a motorcycle is not primarily a safety device, but a device that will make your trip easier. In KTM, it runs between 30 and 150 kilometers per hour, so don't count on it to slow down and save your life, but with your concentration it will certainly help a lot.

From the outset, the feel of the cruise control is a bit unusual, but the driver quickly realizes that all the decelerations and accelerations are actually very mild. Cruise control begins to react according to needs when the obstacle you are approaching is 150 meters away from you, which is basically enough to adjust the speed to the obstacle or warn the driver. When you turn on the turn signal before overtaking, cruise control does not recognize an approaching obstacle as a potential hazard, so you calmly and at a steady pace overtake the car in front of you.

Also, do not be afraid of possible obstacles that appear on the sidewalk or along the road. Typically, the radar only detects obstacles moving in one direction of travel, so it does not recognize oncoming vehicles as an obstacle. During the test, I also drove through settlements where people walked on the road and sidewalks, but their movement did not affect the operation of the radar.

Setting up cruise control is almost the same and simple as with standard cruise control, but you can also select the sensitivity level.

Below the line, I can say that I was pleasantly surprised by the novelty, so I think that those who otherwise swear at using cruise control will be even more satisfied with radar cruise control. The habituation period, when it is necessary to mentally switch to the fact that you have left part of the motorcycle control to the computer program, passes relatively quickly.

Although the novelty in the world of motorcycles appeared more than ten years later than in cars, I can somewhat cynically suggest that motorists come to motorcyclists' school. I've never seen such a good, gentle, tolerant and comfortable radar cruise control like the KTM (I believe the same is true for BMW Motorrad and Ducati) in any car.