KTM’s 790 Adventure takes on BMW’s classy F850GS. But which will come out top on our tough test route?
Two different takes on middleweight adventure, but which is best?
There was a time ‘adventure bike’ meant 1000ccplus leviathans built to transport two around the globe with price tags to match their proportions. Not any more. BMW set the mid-size adventure bike class rolling with their first
F800GS in 2008, closely followed by Triumph and their Tiger 800 in 2010. An enlarged F850GS debuted last year while Triumph’s latest 800 is one of Hinckley’s most popular and successful all-rounders. But, despite the debut of other worthy newcomers such as Yamaha’s Ténéré 700 and Ducati’s Multistrada 950, the most notable
recent arrival has surely been from Austrian adventure bike specialist KTM. Their new 790 Adventure not only draws on the success of its bigger, V-twin bikes, it also matches the Bavarian benchmark for power (95bhp), powertrain layout (an almost identikit parallel twin) and price. But is it actually better than the BMW and what exactly do you get for the money? Time for the MCN250 to find out.
BMW’s mid-size adventure bike has come a long way since its introduction as the F800GS in 2008. It spawned the noviceorientated F700GS in 2013 before both grew 50cc last year with a new firing order, frame and flurry of electronics.
But our test bike is surely some kind of ultimate by being not only the up-specced ‘Sport’ which, at £10,990 compared to the base bike’s £9875, gets five (not two) riding modes, BMW’s slick new TFT dash, heated grips, quickshifter and more, also benefits from BMW’s ‘Rallye Pack’ (special paint, gold finishes, short screen, different seat), ‘Comfort Pack’ (mainstand and keyless ignition), ‘Premium Pack’ (Dynamic ESA, luggage racks and cruise control) and an alarm and SOS emergency button, all of which takes its price to a heady £12,795. But despite our KTM perhaps inevitably lacking quite the same luxury (its only extras being heated grips kit for £174 and a topbox rack, £113, taking the price up to £11,387), in most key respects it’s wellmatched while in others (brakes, styling, modernity) it’s a step ahead. Which is why, for our first leg to the Super Sausage café, I take the BMW, both to remind myself of the benchmark the new KTM must beat and to acquaint myself with all of those goodies.
And, as we drone along the dual carriageway A45, there’s no doubt the F850GS is a great place to be – especially in this spec. Its ergonomics are natural and neutral; its power delivery ample and refined; its ride (in ESA Road mode) plush. And the view ahead, over fully-loaded satnav, TFT and switchgear bristling with cruise control, heated grips and modes, suggests a sheer luxury few middleweights can match. It’s just a shame the screen is so short.
A first swap to the more spartan KTM at the Super Sausage
underlines the BMW’s quality extras yet also highlights the Austrian newcomers’ fresh and more raw appeal. But what the orange bike lacks in fancy toys (there are just two riding modes and its heated grips are a comparatively crude bolt-on), it goes a significant way to make up for with sharper dynamics and better-quality cycle parts. The KTM might not have ESA, but its WP suspension gives a quality, taut ride I never felt the need to change. Meanwhile the Bee-em’s brakes may be Brembo, but as basic, two-potters they simply can’t match the power and feel of the KTM’s four-pot radials. Besides, on the fast country-road dash of the A413 then B4525, the well-balanced, easy-steering and rorty KTM simply begs to be caned. On the BM, that sort of behaviour somehow isn’t so certain.
The M40 proves a great leveller. It’s six-o-one and half-a-dozen of the other as the BMW’s plush refinement is countered by its
‘The wellbalanced, easysteering and rorty KTM simply begs to be caned’
‘There’s no doubt the F850GS is a great place to be’
crazy-short screen, while the KTM’s better weather protection comes at the cost of a rock-like seat and rougher delivery.
Then, as the Cotswolds entice with ever-more demanding country roads, the roles are reversed again. The KTM is naturally sportier, its soundtrack the more raucous, its steering and cycle parts sharper. But all of that is almost matched by the BM because of its modes and adjustability and its extra refinement and comfort are a pleasing relief when you simply want to get somewhere.
After refilling the F850 at Witney before punching back into its Dynamic modes again to chase
Bruce on the KTM, it occurred to me that the sheer adaptability of this up-specced GS makes it incredibly versatile. But its too-small 15-litre tank, too-short (on this version) screen and too steep price take some of the shine off what is a very capable bike. The BM’s bland looks and lack of charisma also fail to generate sufficient desire, undeniable though its ability is.
Instead, if you’re after fire and fun, it’ll be the Austrian bike that appeals most.
The 790 Adventure certainly isn’t perfect either. Its delivery is a little harsh, its seat too hard while the usual KTM concerns (occasional niggly quality issues, dealer experience compared to BMW etc) continue. But the basics – a riotous delivery, great handling and braking plus true adventure and off-road appeal – are boosted by surprisingly good range, decent ergonomics and (nearly) great comfort. In fact, if it had the sort of luxuries our test BM had, it’d be a no-brainer.
As it is, the Austrians have done enough to make any buying decision in this burgeoning middleweight adventure class tougher than ever. At the moment, it’s simply this: the latest F850GS is brilliantly ‘BMW’, effective, assured and proven and with the potential for luxury additions only the German firm can deliver. The new KTM, though, is great straight out of the box with little need for fripperies – but don’t forget there’s a great Triumph out there, too.