Motorcycle specifications KTM1050 Adventure 2016 A taste of Adventure

Go far, hard, everywhere, without limits. Cross a few rivers and then suck on a Porsche - these are the promises of KTM's Adventures. The 1190 blows hard, the 1290 outdoes it. The competition is so fierce that it's on a par with the hypersports clan. Is the world of maxi-trailers tipping over into the premium segment for good?

no, says the 1050 Adventure. It's the little one in the family, the one that wants to share KTM's enduro-GT spirit with as many people as possible. And although it presents itself as an entry-level model, it's already got a lot to say. Let's be clear: in terms of equipment and power, the 1050 and its big sisters are not at all in the same league. But when you're talking to a twin with more than a liter of displacement, you're immediately regarded with a certain respect. This Adventure looks exactly the same as the 1190, and smells exactly the same as the 1190. So, what does it really hide under its numbering?

as you'll have gathered, this Adventure has less cubic capacity and therefore fewer watts. The engine is still the LC8 block derived from the sporty RC8-R. A little less bore and stroke, however, brings the block's fiery spirit down to values closer to everyday use. The result is 95 hp and a still substantial 10.7 mkg of torque. OK, you can't go teasing a 911, but these are virtually the same values as a 2008 990 Adventure, which was already doing very well on its own turf. And, as an added bonus, the 1050 Adventure's "right" power allows it to be bridged for A2 driving. Its two power profiles and more aggressive pricing (around 2,000 euros less than the 1190) greatly extend its sphere of influence. Apart from its smaller cubic capacity, the block shares the same technology as the 1190: dual ignition, forged pistons, DLC lining, anti-dribble clutch, 15,000 km service interval.
To justify this version's more flexible pricing, the manufacturer has taken some of the toppings off the pizza, without taking away the taste. Not a bad balancing act. Let's see what comes out and what's left on the dough:

First game to differentiate family members, the 7 errors. Place an 1190 and a 1050 next to each other to really see them. So, a little less paint on the sides, stick rims, a one-piece seat, the fork settings go out the window while the amorto retains the detent and preload knob, narrower tires, 43 mm fork tubes instead of 48 mm, the loss of cruise control and the removal of the center stand.

so, less power, less equipment, but far, far from a low-cost machine. The 1050 retains the essentials of the Adventure, with plenty of parts in its purse to allow the rider to ride wherever Katoche pleases. First, you get comfortable: the footrests and handlebars can be adjusted by 10 mm, the bubble can be adjusted by 25 mm, and you take the time to go to the amenities, because the 23-liter fuel tank means you'll be able to see some great stages; especially since the 95 grunts won't be as thirsty as the 1190's pissed-off herd.now that we've seen the ergonomics, let's move on to the chassis. True to KTM form, it's a chromium-molybdenum tubular trellis frame weighing less than 10 kilos, Brembo brakes with 4-piston radial calipers and 320 mm track at the front, a front, a 268 mm disc at the rear, 19" and 17" wheels, a very reasonable dry weight of 212 kilos (the same as the 1190) and a typically Mattighofen grooved swingarm. By abandoning spoked rims, the 1050 foregoes pure off-roading, but doesn't shy away from a few forest excursions and the like. WP suspension with 185 mm of travel at the front and 190 mm at the rear puts the Adventure up on its feet, and makes it more at ease over small or tricky bumps. In everyday life as well as on weekends, the Adventure, like all maxi-trailers, will spend most of its time on the road. Standard equipment, though somewhat reduced compared to its larger siblings, is still generous, and more than sufficient for the bike's intended use.

an Adventure is all about asphalt and dust, and since the arrival of the 1190, it contains as much electronics as a sports bike. The 1050 carries most of it. Bosch supplies the disengageable ABS in its 9M+ version; here, the "off-road" mode is optional, and the MSC stability system is not integrated. Traction control is also available, with 3 modes (sport, road or rain) and an off position. As with ABS, an "offroad" mode is also available. Different fuel injection mappings allow the rider to tune the bike to his mood. The same comprehensive and perfectly intuitive instrument panel is also available.

The 1050 is designed to bring the Adventure back to the essence of its early models, without the horsepower madness. Less demanding, it retains the trekking flavour of its larger siblings for a lower price, with greater ease of riding and the same rewarding size. You'll just have to accept the loss of 35% of power, 2 mkg of torque, a few adjustments and a little electronic assistance. Enduro-GT, KTM-style, can now be enjoyed in many different ways. Take advantage of the fundamental with the 1050, travel sporty with the 1190, ride the 1190 R, or rub shoulders with the pinnacle of the segment with the 1290.

M.B - Manufacturer's photos