WELCOME BOOST
The KTM middleweight 890 Adventure jumps up in capacity from 790 cubic centimetres, which results in enhanced power and torque. However, that is not all. Now the motorcycle is equipped with improved electronics and rider aids as well as a new IMU. We also
Only two years ago, KtM launched their 790 adventure. Funnily enough, I rode the r version for the first time at sweet lamb, wales, KtM’s dedicated 6,600-acre off-road school. Fast forward to 2021 and I am back again at sweet lamb to ride the allnew 890 adventure and adventure r models. KtM had to meet euro-5 emission standards and increasing capacity was the simplest solution, especially as the 890 platform already existed in the KtM range. the hike in capacity means an increase in power, up by 10 hp to 105 hp and a 12 nm increase in torque. however, the larger engine and other related changes such as a new exhaust system have increased the weight, too, which is now seven kilograms more than the previous model.
KtM have not just dropped a bigger engine into the older 790 chassis. the electronics and rider aids have been updated with a new six-axis IMu, improved cornering aBs, and traction control. the quality wP suspension receives a new rear shock (non-r model) and there is better braking to deal with the 890’s extra weight.
we have two models on test: the standard 890 adventure and the offroad biased 890 adventure r. the r and the standard model share the same off-road biased wheels (21-inch front, 18-inch rear), but the pricier r comes equipped with fully adjustable wP suspension with 240 millimetres of travel, plus off-road biased rubber (Mitus on test, Metzeler Karoos as standard), a one-piece seat, a low screen, and different graphics.
the simplest way to improve performance is to increase engine capacity, which is what KtM have done. an extra 90 cc (three mm more
stroke, two mm more bore) takes the parallel-twin to 889-cc and yields a significant increase in output. Peak power has increased from 95 hp at 8,000 rpm to 105 hp at 8,000 rpm and torque has increased from 88 nm at 6,600 rpm to 100 nm at 6,600 rpm. you will also notice that peak power and torque are made at the same rpm; however, the new engine churns out more low-rpm torque than the old 790 unit.
apart from being euro-5 compliant, the modified lc8c engine has gained 20 per cent more rotational mass which, according to KtM, has improved rideability and there is a beefed-up clutch and strengthened gearbox to deal with the extra grunt. Performance-wise, the adventure models now sit on the top of the tree in this competitive middleweight class, with even more peak power than honda’s much larger africa twin.
Both the adventure and r model share identical engines and gearboxes. when I last rode the 790, I did not get off thinking it was underpowered or slow. In fact, it was precisely what I expected of a middleweight adventure bike. however, the 2021 bike’s increase in performance is a welcome addition on the road, especially for those mistimed, poorly calculated overtakes when you need that extra injection of oomph to safely make the gap. the added grunt will also be beneficial for those who intend to fully load up the 890 for some serious two-up adventure mileage.
the 890 has more than enough power for the road, especially on the tight and twisty delights we encountered in wales. the fuelling feels more refined, the torque is creamier and stronger low down, yet that still did not dissuade me from dancing around on the smooth up-and-down quick-shifter. In tandem with the slick gearbox, it is lovely to use — just a shame it does not come as standard equipment.
off road, that low-rpm delivery is lovely, too, and just what you need to help find grip on slippery surfaces. the new engine pulls cleanly from the first turn of the throttle, that torque output predictable as well as smooth, like a magic hand pushing you up the hill. It is the same on both models and you achieve a similar ease-of-use feeling at low speeds around town as well as off road. the lc8c really is a much more fluid and usable engine than before.
despite a lighter subframe and a lighter steering stem (now aluminium, not steel, for greater flex), the larger capacity 890 has gained a few kilos over the old 790 — seven kilos to be precise. to take on the extra weight and the improved performance, the suspension has been revised. on the standard, non-r model there is a new wP rear shock which has rebound damping and an easy access remote pre-load adjuster (for when you add a weight to the rear: pillion/luggage). up front, the wP remain without adjustment.
For a bike to work off-road, there are always going to be compromises on-road, especially with a large 21-inch front wheel, but KtM have done an impressive job of disguising the bike’s off-road ability when it is ridden on tarmac. the wP units exude quality; they are controlled in
their movement while stability is excellent and even at speed the tall adventure feels planted and reassuring.
the avon rubber did not falter throughout the day and should you get a little carried away, there is improved, quicker-to-respond cornering aBs and traction control. you can have some safe, secure fun on the KtM adventure.
we only got to ride the r version off-road and that was on more off-road-oriented rubber, but there is no reason why you cannot fit more off-road-biased rubber to the standard model; they have the same wheels. however, the r caters better to the dirt with full adjustment on the longer wP travel suspension which gives greater ground clearance.
the r is thoroughly accomplished on the dirt, which is what you would expect of multiple dakar winners KtM. From landing jumps to hitting rocks and potholes at speed, the KtM adventure r takes it all and remains unfazed and unflappable. the bike flatters the rider, making technical terrain seem much easier than it really is. you can feel the suspension working overtime and find yourself moving and bending your knees in harmony with the quality wP suspension. yet your hands do not get jolted, the seat and rear end do not bounce around wildly, and the rear tyre always feels in contact with the terrain, which means it usually keeps finding grip. From tiptoeing across wet grass to jumping over crests, the r takes everything in its stride — and does so without any complaints.
the only slight negative is that its centre of mass feels quite far forward and low down. In many ways this is precisely where you want it and stability and turn-in are excellent on the road. off road, however, I would occasionally have liked a lighter front end to wheelie or pop over puddles and obstacles — for fun and to keep dry.
I thought KtM were being a little ambitious quoting nearly 22.3 km/l but even after a decent and sometimes brisk road ride, I managed 21.6 km/l. that is excellent, as the ride was on the quick side, whizzing up and down the valleys, accelerating hard at times
Great bikes, now with market-leading performance
and with very little constant throttle. that figure gives a theoretical tank range from the 20-litre saddle-bag fuel-tank of 425 km. ride more carefully and that could theoretically push close to 480 km.
comfort is good: the ergonomics are roomy with a tall riding position, wide bars, and a changeable seat to accommodate all sizes. there is a clear and informative full-colour tFt dash and the switchgear now features cruise control as standard, but you have pay extra for the software that enables it. admittedly, I am that person who gets confused and flustered trying to re-set the digital clocks around the house when the clocks go forward, but the adventure’s switchgear is not immediately intuitive. It was only after a day or so that I had just about worked it all out.
the r features a lower screen, obviously offering less wind protection, but this works off road, as you can easily peer over it while watching out for large obstacles. the larger screen on the non-r offers a decent amount of wind protection, but at speed I did get some wind buffeting and turbulence. as mentioned, we did not get to sit on the motorway for hours to test the wind protection fully and I am probably below average height, so it should have been perfect, but was not.
KtM have reworked the front and rear brakes, which, I presume, is to compensate for the extra weight. they have done this by uprating the master cylinder and improving the brake pads. additionally, the cornering aBs has improved — new technology means its reaction time is quicker —and the IMu is now six-axis, not five.
I never had a problem with the aBs intervention, but on road the brakes felt a little wooden when pushed hard. they lacked bite, requiring a good handful of lever at times when braking from high speed. this may be due to new pads, but it is worth mentioning.
I had no issue on the r version off road, as I simply did not use them as hard or need to slow from 110 km/h. the off-road aBs, which allows the rear to lock up, is mighty impressive and covers up for all those clumsy errors. without it I would have ended up my arse several times and, in combination with those excellent 48-mm forks and off-road rubber, finds grip no matter how slippery the grass, mud or rocks. the rider aids have been updated with new technology and a new IMu. as before, you have the factory-set rider modes which have given engine characteristics and set rider aids, such as corning aBs and leansensitive traction control. the traction control can be deactivated and the aBs can be set to off-road mode, which means front anti-lock only.
as mentioned, my bike had the optional rally mode fitted which allows you to trim the tc on the move. In the off-road mode, tc is set to “5” on a scale of “0” to “9”. that is set and cannot be changed on the move. however, in the optional rally mode, you can reduce or increase the tc from 1-9 on the move. If you are facing a steep ascent, just turn up the traction to find the grip. If you want to spin the rear to clear the mud, or just for fun, reduce the tc down to “1”.
It is a useful tool off road, especially for inexperienced riders. despite my minor criticism of the switchgear, this function is easy and clear to use and can be switched whilst riding off-road, even when your elbows are up and you are standing up ofullyn the pegs. no less impressive is the way the bike still drives smoothly when the tc is on setting “9”, even on loose gravel and riding uphill. other bikes in this category misfire, bang, and pop with the tc on maximum but the KtM does not; it just gets on with the job.
rider aids and modes are the same across both bikes, with the rally mode optional on both machines. however, if you intend only to ride off road very occasionally, the standard off-road setting will suffice.
as you would expect of KtM and this market, there is a long list of accessories, including some highly desirable kit: luggage, screens, seats, plus practical items such as a centre stand and heated grips, plus crash
protection for serious off-road riding.
the only tough decision is which model to opt for? Personally, I prefer the r, because the suspension is superior and so capable off road and for that reason I shall put up with its off-road-biased rubber and small screen on the road. however, most will opt for the all-round, non-r adventure, which is more than capable off road, especially with the correct tyres fitted. the lower seat and lower suspension make it less intimidating and more accessible for most. the suspension lacks adjustment, but for 90 per cent of riders, it is probably near-perfect on showroom settings and the all-important spring pre-load adjuster is easily accessible when you need to add support to the rear.
the increase in peak performance only tells half the story. the rider aids have been improved and the throttle connection is superb. stir in a smooth and creamy dollop of low-rpm torque and the riding experience becomes even more fluid. over 21 km/l is no problem and with a generous 20-litre tank you can take on some serious miles on this middleweight adventurer. I think the styling is great, too.
there are niggles. I would experiment with a different screen (too much buffeting on the standard model), maybe change the brake pads for some with more bite, and I am sure after a few more days the switchgear would become second nature. even for me. a great bike, now with market-leading performance. It is just a shame some of the extras do not come as standard.
From landing jumps to hitting rocks and potholes at speed, the KTM Adventure R takes it all and remains unfazed and unflappable