KTM 1290 Super Adventure R
Having ridden the earlier iteration of the KTM 1290 Super Adventure R in Peru in 2017, we now proceed to ride the latest one in the United Kingdom, near Silverstone. Here is how it fares
The latest super ADV seems ready for anything
Let me take you back to 2017. ktm invited me to ride the very latest 1290 Super adventure R in Peru. yes, you did read that right. Peru. it was a memorable trip and a memorable bike. We rode in the dunes, took on some serious off-road, it was 35 degreesplus… and the R was breathtaking. i am no off-road riding god, but the bike made me look good — like one of those ktm blokes you see in the adverts… ish… if you squinted. What a fantastic bike! Fast-forward to early 2021 and we are in a much less glamorous united kingdom. However, when ktm opened the garage door to their workshop at Silverstone (next to the GP track), a smile crossed my face despite the cold temperature, because, arguably, the ktm R is even better looking and more desirable than before. my only major criticism of the now old R was its physical size. it was a big bike, especially for me (5’ 7”). but ktm have addressed that for 2021 with a new subframe that has reduced the seat height, made it narrower, and made the bike more accessible, and is now 880 millimetres from 890 mm.
but that is only the tip of the iceberg. ktm have met euro-5 standards without losing any power from that arm-ripping 160-hp v-twin and added even more advanced rider aids, accessible via a new seven-inch tFt dash and switchgear. the bodywork is allnew, with split fuel tanks, one either side, a new quick-access air-box, and new Led lights, to name but a few of the changes.
We have on test the very latest R version. the “R” uses the same platform as the “S” but caters more to the demands off road (think of the “R” as the “S” on steroids, basically). Semi-active WP suspension has been replaced by conventional, manually tweakable suspension, with more travel (up from 200 mm to 220 mm). Wheels are now spoked and tubeless, the front with a 21-inch diameter, up from the 19-inch one on the “S”. the changes in wheel size and suspension mean a more relaxed rake and trail. Ground clearance has increased, the screen is smaller and shorter… again, mods aimed at the more serious off-road adventurer.
the old bike was good, still is, so the new R is going to have to be superb. Sadly, a few days in the uk were never going to replicate a week in Peru but, despite the lack of glamour, the R still shone.
Thanks to Euro-5 regulations, KTM have been forced to clean up their 1,301-cc V-twin. They have done this with revised fuelling and a completely new exhaust with dual catalytic converters. Despite Euro-5, KTM have not lost any peak power and torque, still quoting 160 hp at 9,000 rpm and torque at 138 Nm at 6,500 rpm. All right, peak power is set slightly higher in the rev-range, 250 rpm higher than before, and we have lost one, yes, one, Nm of torque, but on such a powerful bike, these small numbers are barely significant.
KTM have not just cleaned up their LC8 engine, it is now lighter too. Thinner engine cases have clipped one kilogram and the big 75-degree V-twin is now 1.6 kilos lighter overall. A neat trick is the re-designed air-box, which is now located above the engine. Remove the useful storage compartment just in front of the fuel-cap and you have access to the air-filter, making it easy to clean after a day off road in the dust. Nice touch, KTM.
The V-twin has so much go… and it delivers from low down and drives with real force and acceleration. You do not expect a bike that caters to offroad riding, has long-travel suspension, and a large 21-inch front wheel to be so stunningly rapid, but it is. It took me a while to re-configure and get used to its immense low- and mid-range drive.
The stock R has four rider modes — Sport, Street, Rain, and Off-road — which alter the power, engine character, and rider aids, which are now linked to a new six-axis IMU (five-axis previously). Street and Sport are full power, with Rain and Off-road limited to 100 hp, which, as mentioned, is about the same as Honda Africa Twin in full power.
As we have come to expect of KTM, the rider aids are excellent, but they are on the racy side. In Sport mode, with a direct throttle connection and “soft” rider aids, the front wheel is allowed to lift reasonably high before intervention and the reintroduction of power is smooth and quick. If you are brave and deactivate the rider aids and then ride aggressively, the front will lift in the first three gears, any crest or humpback bridge sending the new LED headlight skywards. The rear suspension is now manually adjustable as opposed to the semi-active on the S model. This means the R version is more wheelie-prone and gives the electronic rider aids a busier time keeping everything in order. Personally, I found all this fun, almost comical at times. But do not worry, flick the R into the Street mode or use the optional Rally mode and you can personalise a setting to control all the one-wheel shenanigans.
Despite company’s “ready to race” slogan, this KTM has a sensible side, just. On the motorway, in the tall sixth gear, the engine is hardly working, and there is still ample grunt on top to embarrass the Mercedes driver who is tailing you a little too close with a quick wrap of the throttle.
As mentioned, I expected the quick-shifter to come as standard, especially because it works so smoothly and effortlessly, especially at speed. But you could argue that it is not needed. The KTM has so much torque, you only need the top three gears for legal riding.
As for the motorcycle’s weight, it is 221 kg dry, then add a full tank of fuel, 23 litres, and we are close to 250 kg. Then add the rider and combine all the above with long (220-mm) travel suspension, a 21-inch front wheel, a relatively skinny 150-section rear Bridgestone, and 160 hp… It could be a recipe for disaster. However, KTM have done the unthinkable and made it thoroughly usable.
The WP XPLOR suspension is hugely effective despite needing to work off- as well as on-road. Yes, there is a lot of suspension movement, you can feel the rear squat under power and the strong Brembo brakes get the forks diving like a Premiership footballer, but the movement has control. The compression of the suspension is managed, the forks are not allowed to dive
The new R is far more accessible for most riders. The new subframe, seat, and multi-adjustable controls mean the R will now fit everyone and is not as intimidating as before
freely. equally, when you release the brakes, the forks do not fire back to the rider like a jack-in-a-box; it is smooth and controlled. you feel a connection with the chassis and the bike, which then translates into the excellent bridgestone a41 rubber. experienced riders will soon start to de-tune the rider aids and begin instead to revel in the feel and mechanical grip. that said, i did get a little carried away a few times and was thankful i had not fully deactivated the rider aids.
it is a pleasure to ride briskly, the feedback is excellent. normally, on a tall adventure bike with long-travel suspension you feel distant from the contact patch, the feedback is lost in translation, but not on the ktm. there is a closer connection with the more aggressive chassis. do not underestimate the ktm, though; it can hustle, ride it like a big Supermoto and have some fun.
brakes remain unchanged from the previous model with brembo radial callipers still grabbing twin 320-mm discs. the cornering abS is excellent and you can de-activate the rear brake abS, while in the off-road mode the abS is designed to work on gravel and lose terrain. Some “experts” may feel the need to switch off the abS entirely, but i would strongly argue against that. the abS is very impressive both on and off road. again, the feedback and control from the excellent 48-mm WP forks allows you to make the most of the brembo’s strong stopping power.
off road, the big change for me and most riders is the subframe, which allows the seat to be dropped by 10 mm. the seat is also narrow at the tank and ktm have moved the weight lower and forward by pitching the engine in the frame and now the 1290 features the “three cell fuel tanks”, as per the 890 adventure R. these changes make the big R less intimidating; you feel more in control, the balance is better and less top-heavy. and now when i come to a stop, i can touch the floor, just. the 10-mm seat drop may not sound much, but it is much narrower towards the bars, which makes it easier to get the foot down, boosting confidence when off road.
We only got to tickle the new bike’s off-road capabilities, but combined with userfriendly off-road rider aids, the R appears to be more accessible than before. more than ever, it feels easier for less experienced riders and, especially, for those like myself who are vertically challenged.
cruise control comes as standard but, unlike the S, the adaptive cruise control is
not even listed as an optional extra. However, the new switchgear makes activating and changing the cruise speed simple and straightforward. in fact, the seven-inch tFt dash is both visually impressive and functional. i have heavily criticised ktm clocks and switchgear in the past, but this is a step improvement — intuitive to use with everything on hand for some serious touring.
the R features a smaller screen compared to the S, which is beneficial off road, but, obviously, does not give you the same wind protection at high speed. it is still manually adjustable, but now lower. While i found its height satisfactory, i am sure taller riders may opt for a taller option.
the seat differs from the S, too, and there are 11 different seat options, though i had no complaints about the standard seat. because the seat height has been reduced, the pegs (with removable rubbers for off-road riding) now feel closer. it is still a roomy riding position, but exceptionally tall riders may prefer to set the seat into the higher position or opt for the taller seat, which would increase the leg-room further. bars, pegs, screen, and levers are adjustable to get the riding position right, optimised for the journey you are about to embark on.
the saddlebag and 23-litre fuel-tank should give a decent tank range of around 320 km before you need to panic about fuel. i managed 16.3 km/l, which was equal to a theoretical range of 376 km. Several hours in the saddle should not be a problem as the suspension handles road imperfections with ease. the small compartment in front of the keyless fuel-cap is useful for storing a mobile phone and there is a uSb charger in there too. as you would expect these days, the new clear full colour clocks have bluetooth connectivity.
i like the spacious riding position, the cockpit is a comfortable and a happy place to spend a few hours, which is slightly let down by the indicator switch, which is not positive enough — sometimes it is on, sometimes not. maybe, i am picky, but i would prefer a more positive action.
the list of standard equipment on the ktm is impressive. Four riding modes, now linked to the new six-axis imu which communicates to a plethora of rider aids. a new seven-inch tFt screen with new backlit switchgear makes this all accessible. keyless ignition, which also actuates the fuel-cap and seat (yes, an electronic locking seat). tyre pressure control, a 12v socket, and uSb charger in the storage compartment… all standard. it is just a shame the quick-shifter is optional. the hill hold control is also an optional extra, which some people love and some hate. ktm offer touring cases made of aluminium by touratech. a top box is not listed among the accessories, but a soft luggage bag is. and, obviously, ktm offer a akrapovic slip-on silencer.
the ktm Super adventure R is priced at £15,999 (Rs 16.32 lakh). as tested with a tech pack worth £878 (Rs 90k), it came to £16,877 (Rs 17.21 lakh). thus, the Super adventure R comes in at an extra £1,000 (Rs 1 lakh) above the S, despite the fact that it does not have semi-active suspension or adaptive cruise control and there is no radar fitted to the R, not even in the options menu. However, you do get very trick and easy to adjust WP suspension.
our test bike was fitted with the tech pack, which features the Rally Pack riding mode, moto Slip Regulation, Hill Hold control, quick-shifter, and adaptive brake light. that is a lot of gadgets for less than £900 (Rs 92k), but i would have expected the quick-shifter to be standard.
a quick look at the competition and ducati’s all-new v4 multistrada and bmW’s legendary R 1250 GS appear cheaper, though that is not quite the case. to achieve a spec similar to the ktm R, you are going to need to spend upwards of £18,000 (Rs 18.36 lakh) on the ducati and bmW — and both only come with a 19-inch front wheel.
if you want a big adventure bike with a 21-inch front wheel, plus long-travel suspension, then you are going to have to opt for Honda’s africa twin. the base model starts at just over £13,000 (Rs 13.26 lakh), a considerable saving over the ktm, but it cannot match the austrian’s power, torque or technology. in fact, the ktm R makes the same power in its restricted off-road mode as the Honda does at peak power.
i was a huge fan of the old bike, both off and on road, but ktm have moved the game forward. the new R is far more accessible for most riders. the new subframe, seat, and multi-adjustable controls (11 seats to choose from) mean the R will now fit everyone and is not as intimidating as before. the new switchgear, impressive tFt dash, and electronic rider aids are a significant step forward too. on road, the sharper handling is superb and the long-travel suspension has a high level of control. off road, we only got a taste of what the bike can do, but it should be an improvement on the old bike, which set a very high standard. i like the styling and looks but would prefer more off-road biased rubber as standard. a great bike, then, made even better. Well done, ktm. my test ride may have lacked the glamour of Peru, but it did not dampen the bike’s appeal.