Motorcycle specifications KTM1190 Adventure 2013 Excursion to the other terrain

This is a notable sign. KTM, the off-road and rally specialist, has set its sights higher in the trail-GT segment with its new version of the Adventure. Overhauled from top to bottom, the Austrian is trying to make a splash on two fronts: on the road, slipping between Ducati Multistrada and Yamaha XTZ to aim for the R 1200 GS - and on the rocks, Katoche's preferred domain. Is doing both impossible? Not when you have two versions. An R for desert, sand and dust; and the standard Adventure we discover here.

gone is the flattened cube-on-wheels look. It's a much more streamlined trail that takes over. With hints of the SM-T, high, rounded shoulders and a Californian-style sculpted body, the 1190 makes the old Adventure look like a Viking carved from rough wood. It loses some of its "factory rally machine" feel, and the leg protection seems less effective. But when it comes to silhouette, we're in for a treat :-).
Technically, the on-road orientation has largely superseded the off-road. The rims are still spoked, but the tires no longer have studs. The quasi-enduro dimensions have become much more on-road (120-70 / 19 and 170-60 / 17). The fuel tank now measures 23 liters, and ergonomics have been fine-tuned: adjustable windscreen, double seat adjustable to two heights (860 or 875 mm), footrests and handlebars adjustable by 10 mm. You can fine-tune your ride up top, while down below, in the boiler, you'll find a whole new dimension.

as with hypersports, the big trails are entering an arms race. Today, the benchmark is 150 hp. After the Multistrada, it's the Adventure's turn to crunch that horsepower. To get it, there's no secret: you need a big block. The RC8-R engine replaces the 990. What could be better than a Superbike twin to power a trail bike? That's the rule now, and KTM is doing its utmost.
There's no question of grafting it onto the Adventure as is. The 1195 cm3 has been put through its paces in the flexibility and good manners workshops. Losing a few watts in the process, power is redistributed in the mid-range, peaking at 9500 rpm. What's more, by taking on just 3 kilos and changing engine block, the Adventure is guaranteed a huge performance boost: 44 horsepower and 2.7 mkg more - a plane!
Power and control! It's hard to imagine a machine of this calibre without electronic assistance. The Adventure 1190 features ride-by-wire, 4-level traction control (Sport, Street, Rain, Offroad), Bosch 9ME ABS (multi-mode and disengageable), and a new PASC double-acting clutch: it requires less grip on the lever, and its limited-slip system manages excess torque on deceleration. A steering damper enhances steering control; with so much horsepower, the front axle is just waiting to get into its stride under hard acceleration.

a new engine, more power, more electronics, and for all that, a new chassis. As usual at Matighoffen, the frame is made of chromium-molybdenum tubing, weighing just 9.8 kg and offering high rigidity. Also new, the swingarm features the same profile with visible internal reinforcements as on the 125 and 690 Duke. Radial braking is provided by Brembo 4-piston calipers, with 320 mm discs at the front and 268 mm at the rear. Suspension, supplied by WP, offers 190 mm of travel. They consist of a large 48 mm inverted fork and a monoshock - both fully adjustable, of course.
KTM isn't satisfied with just offering a new Adventure; it has to be able to compete on equal terms with the segment's tenors. And the innovation for 2013 is semi-active suspension. Competing with Ducati's Skyhook and BMW's dynamic ESA is White Power's EDS. This stands for Electronic Damping System: via a switch on the handlebars, the rider can adjust spring preload front and rear in 4 modes (solo, solo with luggage, duo, duo with luggage) and also choose between three damping settings (Comfort, Street, Sport).
Once on the road, it's up to the sensors to take over. They read the road ahead, then send the information to the EDS control unit, which adapts the suspension hydraulics. It's worth noting that this type of piloted suspension, which is set to become commonplace in the medium term, will have been inaugurated in series production by European motorcycles. But what about Japan?

EDS can be obtained as an option via the "electronics pack", which also includes a tire-pressure monitor, for an extra charge of 1,000 euros. It will not be available on the R version.

With its more urban design, overflowing engine and omnipresent high-tech, the Adventure is clearly becoming more sophisticated. The completely revamped dashboard also bears witness to this. Gone is the minimalist instrument cluster, replaced by ultra-complete instrumentation. A needle-type tachometer with an LCD keypad displaying speed, trip times, etc., is complemented by another screen dedicated to riding conditions. This displays the settings for pilot-controlled suspension (if fitted), ABS and traction control, plus information such as average speed, fuel consumption, ambient temperature and time to next service. Note that these intervals have been increased to 15,000 km with the adoption of the 1195cc LC8 twin.

leave the philosophy of the 950 and 990 Adventure behind! The 1190 loses some of its originality to carve out a slice of the rich trail-GT cake. More enticing, much more powerful and resourceful, it also boasts one of the most affordable prices in its class.
And yet, the Adventure in no way denies its origins. The R version will be there to get you off the beaten track: chassis protection, higher suspension, different wheels, special seat, smaller bubble, and the famous orange frame.

M.B - Manufacturer's photos