Road test of KTM1190 Adventure 2013 The adventure changes dimension

no matter how hard I look around, all I see are pale colors. An entirely white-gray sky, pale black cars, buildings tarnished with concrete; it's as if the scenery has been run through a Photoshop filter. Fortunately, a beautiful orange awaits me on the doorstep ofEverset, Grenoble's KTM (and other) dealer. As part of Orange Days 2013, yours truly takes the controls of a model with a strong reputation for Mattighofen: the Adventure.

the 1190 version to be precise. The big trail bike underwent such a major transformation in 2013 that it has nothing in common with the 950-990 generation. Gone are the sharp angles, the door-like fairings and the rocky, irresistible Dakar flavour. The newcomer is sexier, more delicate in form. It no longer smells of sand and desert, but rather of garrigue, remote villages and a crackling fire after a day's riding. The machine is imposing, without necessarily being intimidating, commands respect and then reveals a few of its attributes.
This is France, so 106 hp instead of 150. For consolation, a torque rating of not far from 12 mkg and equipment galore: electrically adjustable suspension, combined and disconnectable ABS, quadruple injection mapping, four-stage traction control, adjustable handlebars, bubble, footrests and seat. Enough to make a hypersport bike swoon. KTM hasn't missed a trick: it makes you want to ride it. So, let's get to know each other.

well, I forgot the Reflex for the photos. I couldn't have fitted it on the 1190 Adventure anyway. There are a few compartments, but they wouldn't have done the trick. A small pocket to the right of the dashboard holds a few coins, toll tickets and a pack of chewing gum. Under the passenger seat, you'll find your tool kit, smartphone, Swiss Army knife and record player. Look no further. In any case, apart from motorcycles with a trunk instead of a fuel tank(NC 700, Mana, ...), you won't find any modern millstone with a trunk worthy of my old CB 500.
Let's ride! The Katoche is high up, inviting you to lift your foot without the need for a stepladder. Once perched and the bike balanced, my feet touch the ground, but only at the tips. Will my 173 cm be a handicap to "hold" my steed of the day at a standstill? Not at all. The machine takes it easy, determined to tame you. This fact is repeated on the left thumb side, on the small keypad that adjusts all the electronic assistance. just 4 buttons for intuitive menu navigation, displayed in the digital window on the left side of the counter. The operating instructions take only 20 seconds to assimilate, and everything can be adjusted in a matter of moments. Simplicity and efficiency that would make a Windows vomit. Many a retailer would do well to take a leaf out of their book. The dashboard is teeming with information and requires no effort to read.

Engine management on Street, suspensions set to one person on board with no luggage and Comfort mode, I quickly set the grinding wheel to suit me at the moment. There's no need to worry about traction control; the Austrian sedan delivers a maximum of 106 hp. Nothing to scare off the rear gumshoe. Really? Not so sure...
Ignition, trepidation, mechanical expressions. Once awake, the twin pulses calmly, with metallic hints and vibrations characteristic of its architecture. With its reputation for characterful machines and the high displacement of each bowl, would it be wise to take off naturally, or should we prefer to "walk on eggshells"? Don't worry, the Adventure is thoughtful. Pleasant controls, appreciable engine flexibility, serene riding position, apprehension disappears in an instant.

the 1190 Adventure is surprisingly easy and light to ride. It's impossible to believe its 230 kilos. The bike can be ridden with one finger, positioned by eye and reacted to without batting an eyelid. A bluffing balance that immediately gives you confidence.
Clutch, shifter, brakes, everything is obvious on this bike, with the most natural handling. The settings selection pad is easy to use with the thumb, except when wearing thick winter gloves. In that case, the index finger takes over; less practical. It's worth noting that the blinker control is unusual: the switch travel is very short, so you don't "feel" that the control has been obeyed. So much for the dashboard reminder. The small rear-view mirrors offer good visibility, much better than that predicted by the size of the mirrors. Once off the boulevard and out of the suburbs, the horizon becomes conducive to unleashing the twin LC8's ardor. Amputated of almost 30% of its rated power, will this engine make us capsize?
Without a shadow of a doubt: YES! An excellent mill, with a catapult-like punch. From 3,000 rpm, the power overflows and throws the Adventure into the chase. It's full and lively, with a delectable response, but also round, bordering on velvety. I was expecting something drier, harsher in mouthfeel and sensations. Not so. The twin enchants, pushing with all its might from low revs to 7/8,000 rpm. After that, the clutch kicks in. Fortunately, the latter is rather well done. You can "feel" that the engine would like to gobble up wattage, but it's content to lengthen the throttle. However, since there's no extra sauce, there's no desire to keep going up the revs; and it's so full up front that it doesn't bother you at all. Supple in the lower gears, the 1190 reminds you that it's a twin if you tickle it with a trickle of gas in the higher gears. Moral of the story: it bangs and hiccups when you use it as a 4-legged machine.
As it's possible to change the mapping while riding (but only by letting off the throttle), let's take advantage of the opportunity to play with the modes. Without being transcendent, there's a subtle difference between Rain and Sport modes. In the former, the plate is just as full, with the fork of a good eater; whereas in the latter, the character is a little livelier, the engine slightly more nervous, the needle quicker to climb the revs*.

the engine's appetite almost makes you want to attack. The Adventure keeps a watchful eye on us and gently reminds us of its vocation. Wide suspension travel, a rider set up for long stages, plasticity in the damping, all this contributes to making you enjoy yourself more than you would want to wander. Nevertheless, this big trail bike is very agile and pleasant to ride, gliding along its trajectory without batting an eyelid. It twirls from bend to bend without being too lively, and lets itself be guided with rigor and enthusiasm. It's also backed up by excellent braking. The Brembo 4-piston radial calipers and 320 mm discs bite immediately, delivering formidable power. The rear brakes are equally powerful and, above all, controllable. The ABS is discreet, signalling its presence only with a tac-tac-tac sound, but without intruding on the controls*.
Designed for touring, KTM's big trail protects well, but not great. The bubble is effective, the chest is protected and the palms are shielded by the handguards, but we'd appreciate it if the sides of the tank were more deeply recessed to better conceal the knees. And a little less dense foam for the saddle wouldn't go amiss.

after this little ride, it's time for regrets: that of not having tried the Adenture on an off-road trip, that of not having taken the Napoleon road to take a nice photo with the tires on the sand, that of not having tested all the possible combinations of settings.
There's not much to reproach this new version of the KTM Adventure. Well-balanced, docile, powerful, responsive when needed and efficient when required, the 1190 is also well-priced and fuel-efficient. Fans of the first Rally Replica will not find the old "rock and a band" philosophy, but a wider public will be fully satisfied.

M.B - Photos M.B and manufacturer

* This short test didn't allow me to exploit all the bike's potential. Some passages are therefore to be qualified.