Motorcycle specifications KTM890 Adventure 2021 Threat to ruts

The 790 Adventure has barely had time to push a few stones before its engine has already been taken to the next level. Driven by a desire to show off its fangs, the 890 Adventure's twin gains in performance.

it would seem that the 100 hp mark has become the pivotal point for medium-displacement trails. Triumph and BMW are still below it, but KTM is among those gravitating in high orbit. And yet, the Austrian machine isn't intended to become a satellite; rather, it's meant to be ridden here and there, from hills to valleys, preferably on rough roads.

how do you tell the 890 from the 790 Adv? It's simple: there's an 8 instead of a 7. But this lame joke perfectly sums up the Katoche's formal evolution. Aside from the decoration, there's nothing to change. Even on the technical level, the 890 doesn't make a difference. The frame is identical, as are the capacity and the distinctive shape of the fuel tank, the dimensions are unchanged, the (adjustable) double-decker seat has been renewed, and the desert insect face has been perpetuated... Even so, it's 7 kilos heavier.
So what, just this engine?

it's true that it concentrates most of the evolution. Strung out on the 890 Duke R, this mill exults the original block. More bore, more stroke (from 88 x 65.7 mm to 90.7 x 68.8 mm), a displacement up by 90 cm3 to 889, valves 1 mm larger, revised gas transfers and new balance shafts boost horsepower to 105. Maximum torque now stands at 10.2 mkg. The anti-dribble clutch has been strengthened to cope with the extra power, while the vilo has been made 20% heavier for greater feel and driveability.
So, only the twin has been pampered by Katoche?

no, engine manufacturers are rarely left to tinker in their own corners. The Austrians also took care of the suspension, with a new WP Apex shock absorber. As on the 790, its travel is 200 mm. The same distance is available for the fork. It still has no adjustment, while the rear shock has gained rebound adjustment, in addition to the preload adjustment its predecessor had.

don't touch the frame. KTM is more than happy with the tubular steel frame. Neither are the wheels. The 'adventurer but not too much' profile will appreciate the 21" and 18" spoked wheels shod with Avon Trailrider trail-GT tires. Brakes too?

no, the factory is installing new hoses and pistons for greater endurance. The 320 mm discs, fitted with 4-piston radial calipers, will be put to the test at leisure, as the roads, and some of the people on them, are very tough. The rear completes the package with a 260 mm disc and twin-piston caliper.

between lever control and brake action, there's an intermediary: ABS, sensitive to bends and the bike's inclination. For those who don't appreciate it off-road, Mattighofen has provided a deactivation function.
The 'ABS Offroad' mode cancels it on the rear brake and reduces it on the front wheel.

electronic modules are part of the law on KTMs (and many others). The 890 Adventure comes with recalibrated traction control, engine slip regulation, three riding modes (Street - Rain - Offroad) and a 5-inch TFT color instrument panel. Optional extras include a 4th, more reactive and configurable Rally mode. As well as an Up&Down shifter, heated seat and grips, protection kits, luggage, tire pressure control, reinforced rear wheel, Akra pot, etc....

cool, they've fitted the original cruise control... er, not so much. It's just the control that's on the commodo. To activate it, you have to buy the option.
Determined to consolidate its position, the mid-size Adventure is getting seriously stronger in terms of engines. It continues to be backed up by an R version, better equipped for more demanding terrain.
An A2 version will also be available for young drivers.

M.B. - Manufacturer's photos