KTM 1090 Adventure R
Off-road version of new 1090, replaces 1190 Adventure R 21in front wheel, long-travel suspension and 125bhp Genuine go-anywhere ability
KTM’S ADVENTURE BIKES have changed so much over recent years it could confuse anyone who wasn’t paying attention: 950, 990, 1050, 1190, 1290... But at the heart of them all is a familiar steel trellis frame and 75° V-twin engine. After the jump from carbs to injection with the 990, it’s largely been a case sticking to a tried-and-tested formula with occasional capacity hikes. If it ain’t broke, don’t fix it; just fiddle enough to make it a bit better.
Which is where the new 1090 Adventure R comes in. It replaces the 1190 Adventure R and sits beside the base 1090 Adventure as the more off-road-capable model: stronger spoked wheels, larger and narrower front tyre, crash bars, and 220mm suspension travel. It’s not a completely new bike but it is ready for a distinctly different role to the stock 1090.
The outgoing 1190 R was a big hit in America, which is why we’re testing the new model here on a mix of Southern Californian highways, single-track mountain roads littered with rain-wash and gravel, plus a huge variety of dirt trails taking in everything from rocky climbs to cactus-strewn sandy desert blasts. It is no coincidence this is where the 1090 R’s suspension was developed.
The bike’s general feel is very much like the base 1090 (and 1190 or 1290): a torquey engine, powerful brakes and an alert chassis. It lacks the 1290’s cornering ABS, but its Bosch ABS is incredibly good both on and off-road. You have to try stupidly hard to make the front wheel test the ABS, which is reassuring when the rain has washed so much dirt across the road. Selecting Off-road mode allows rear wheel lock-ups, or you can just turn the system off.
It weighs the same as the old 1050 model did (230kg with fuel), as you might expect, considering the engines are very similar. However, freed from the 1050’s electronic limiter, the 95bhp top line figure has risen to a claimed 123bhp. More than anything else, this makes the 1090 R’s power more comparable to the 1190 R. It gets the same 90/90 21in front rather than the roadversion’s 19-incher (both models have a 150/70 18in rear). The larger, narrower front tyre helps a lot off-road and though there’s a trade-off with contact patch size on road, it doesn’t lack front-end feel or grip on tarmac.
The electronics package is similar to that found on the 1190, the ride-bywire throttle offering four modes: fullpower Sport and Street, 100bhp Rain, and Off-road. The Off-road mode allows some drifting or rear wheel spin. On the road, it feels lively in Sport, which
“It’s perhaps the most capable dual-sport bike”
can be used on dirt, too, but the delivery is noticeably more harsh.
The engine is flexible enough to saunter or sprint in most gears, though sixth is taller and a touch less flexible (but great for motorway riding). At those speeds the manually adjustable screen deflects wind well but you don’t get the protection of the bigger models’ larger screens.
Overall the 1090 R has a purposeful attitude, with plenty of power and quality suspension. It’s truly capable off-road thanks to its spoked wheels, with scope to improve its dirt manners further with KTM’S official accessories – the wider footrests and bigger screen would be my choice. But it still works as a road bike. For anyone wanting a genuine, go-everywhere dual-sport bike, this is perhaps the most capable out there.