First ride: KTM 1190 Adventure R

Oops. Once again my sense of Adventure had taken me somewhere I shouldn’t be on such a big two-wheeler – but once again that same bike got me back out of a (literally) sticky mess, too.

Just the name 'KTM' inspires Dakar-level dreams of adventure and exploration – and the 1190 Adventure R is the bike of the whole range with the most potential to fulfil those dreams. It’s powerful – a claimed 150hp straight out of the factory –  the lightest bike in its class, by far, at a claimed 235kg ready to ride and packed full of technology that shames many road bikes.

The 1190 R offers a whole new level of adventure to a class loaded with bikes that can carry lots of luggage and fit in plenty of dirt road between fuel stops, but lack the dynamic performance range the KTM offers.

It is still aimed more at four-wheel-drive tracks than tight, rocky, mountain-side trails – but it will get you places you thought impossible for a big bike. That’s partly thanks to an incredible array of technology this two-wheeled space shuttle includes in the purchase price.

The bike we had on test was a 2015-spec machine, with the 2016s due any moment, but essentially unchanged. Even for 2015, the changes were limited to some chassis strengthening around the shock mount and other detail changes.

TECH HEAD
The technology the 1190 R boasts is arguably more relevant on a bike designed to go bush than on a road bike, as the potential for well-meaning adventure seekers to get themselves into trouble thanks to limited off road skills is very real in this fast-growing sector.

Too much throttle with too much lean angle is a common problem for these riders, as is simply developing too much speed to be able to stop when a dropped tree appears on the exit of a fourth-gear corner.

So while KTM has given us a bike with 150-odd gravel-mulching horsepower, it has also equipped that same bike with lean-angle sensitive traction control and various modes of ABS.

The traction control allows different levels of play-time according to the mode it’s in (Sport, Street, Rain and Offroad). I have always struggled with too much electronic intervention – it can take away the feel and connection you have with a bike – but in Offroad mode (where I spent most of my time on this bike), it operates as a welcome safety net, rather than as an obnoxious neighbor constantly peering over the fence.

The traction control, for instance, allows the rear wheel to spin twice as fast as the front wheel. This means power slides are possible, but more importantly, when you hit sand, or need to pop the front wheel over a log, the rear wheel can spin up gently without the throttle being electronically chopped, sending the rider hard into the tank, nuts-first.

The dash is insanely clever, too, with the accurate fuel gauge, ambient temperature read-out and the Tyre Pressure Monitoring System my favourites. They make planning and finishing a ride so much easier!

The balance of electronics is excellent and, it can all be turned off. I was happy leaving it on most of the time (I really only turned things off to see how much effect they were having). Even the former weak point of off road ABS – steep, rocky or slippery descents – are handled well by the Bosch electronics. They are a welcome back-up, rather than an intrusive riding partner. As they should be.

POWER CENTRE
The heart of any bike is the engine, and KTM’s surprisingly smooth 1190cc V-twin makes mince-meat of most situations you can get this bike into, from tight inner-city commuting, to avoiding exactly that with a strop deep in the bush – and even on the freeway that you needed to take to get there.

Thanks to the menu button, the V-twin has numerous personalities, depending on where you are at the time.

Offroad mode trims power to 100hp – if you need more than that offroad, we can put you in touch with Red Bull KTM, they need a teammate for Toby Price…

Importantly, the V-twin is a torque monster – I climbed some tricky hills with the big donk turning the rear wheel over at just above idle-revs and it made light work of it. This is the key to getting big bikes somewhere they shouldn’t, just keeping the bike driving in the direction you want to go, without it wheelspinning or getting sideways.

It’s an eager freeway cruiser, too, even with the Continental knobbies I was running on it, but steady, 110km/h level riding is not what this bike is made for – it seems such a waste to be doing anything mundane on it!

All that power is worth nothing on an Adventure bike if it’s touring range is average. In Australia especially, a touring range of over 350kms is best for really big trips and here the KTM delivers. I averaged 5.5lt/100km during my ride – less than that in gnarly off road – so the handy 'Range feature of the comprehensive dash showed well over 350km when the 23lt tank was full.

The gearbox ratios suit its wide-ranging abilities, ably assisted by the engine electronics, which use the abundant torque to propel the bike along at low, tractable speeds in the deep bush, and on the freeway, or suburban streets. This is where electronics are making engines more and more versatile – adjustable ignition curves and fueling makes one engine many things.

GET A HANDLE ON IT
Where the KTM really pushes its performance credentials are in the handling stakes. While 235kg ready to ride (claimed) is no lightweight, a quick look at its competition’s relatively weighty offerings make it clear it has an advantage in the bush, not to mention a full-sized front wheel.

Hauling the bike up from speed, with the quality Brembo brakes, Bosch ABS system and light weight means that the super-chook (Emu) that suddenly appeared in front of you at dusk, out near Hillston (NSW) somewhere, can be dealt with easier than on something heavier and less accomplished.

Same goes for the diagonal log you spot too late across a trail – there’s room to move with the KTM in these areas.

When you are seriously shifting up a quality four-wheel-drive track, its balance and relative narrowness between the knees is welcome and just makes it feel smaller than it is. It's easy to be horrified when you eventually grab a look at the speedo, this thing simply gets to speed so quickly and effortlessly, you will be whooping inside your helmet the whole way up a mountain back road.

The enduro-spec 21-in front wheel means it rolls over logs and rocks easier, as well – most of the competition have only a 19-in front hoop. That two inches makes a big difference to its off-road stability and ability.

The WP suspension is utterly adjustable and the brand’s long-time collaboration with KTM means the boingers are dialed in very well for the bike’s myriad uses.

Ground clearance for such a big bike is surprisingly good, though the steep, rain-gutted single trail I found myself on at one stage – following your nose is so much fun on this bike – tested that out. Again, though, the engine let me keep smooth, constant drive to the rear wheel and the bike stayed stable as it bounced over some rock and tree roots. So good.

WHO WOULD BUY ONE?
Good question. This bike is marketed as the hard-nosed Adventure bike of the category, but that doesn’t mean it needs a hardened enduro legend at the controls for it to work well.

Of all the Adventure bikes, this one will suit the rider who does have solid offroad experience best, and they will be able to get more out of it than a dirt novice. That said, with the ability to trim power, this bike can also work well for the newbie, because it is lighter than the other full-size bikes. It does need a smart throttle hand and the ability to think and look ahead though – it hammers!

For easily-intimidated riders, the standard Adventure is a better bet for those whose offroad travels will be limited to good dirt roads, but for those who can’t help exploring a trail they spot in the corner of their eye – the type that disappears up a distant hill – then the Adventure R is hard to go past.

It’s not all about going hard, either. The seat is really comfortable – I did a full day with no problems – the rack and grab rails are functional, running a GPS is made easier by the 12V outlet and the centerstand is easy to use, off road or on.

At $24,995 plus ORC (the 2016 price may change, due to the Aussie dollar falling), the KTM 1190 Adventure R is a superb machine built with the serious Adventure rider in mind and with an array of well-applied technological features that work well in the real world. Just be wary – it will lead you up the unknown path if you let your curiosity get the better of you. Just know that it can get you back again, too!

THE COMPETITION (prices incl. GST, but plus ORCs)
Yamaha Super Tenere: Not as capable off road, but a better packhorse $19,990
BMW R 1200 GS: More of an alrounder than the KTM, but still great offroad $21,950
Moto Guzzi Stelvio: A more traditional Adventure bike, and very capable $21,990
KTM 1190 Adventure: A tamer version, but still sweet $23,995 (plus ORC)

PERFORMANCE
Claimed maximum power: 110kW
Claimed maximum torque: 125Nm

TRANSMISSION
Type: Six speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Chrome-molybdenum steel tubular space frame, powder-coated
Front suspension: WP inverted 48mm with 220mm travel
Rear suspension: WP monoshock 220mm travel
Front brakes: 2 x 320mm Brembo four-piston radial fixed calliper, brake discs, floating
Rear brake: Single 267mm Brembo twin-piston fixed calliper, brake disc
Wheels: Cast aluminium
Tyres: Front 90/90ZR21, Rear 150/70ZR18

DIMENSIONS AND CAPACITIES
Claimed wet weight: 217kg
Ground clearance 250mm
Seat height: 890mm
Wheelbase: 1580mm
Fuel capacity: 23 litres

OTHER STUFF
Price: $24,995 plus on-road costs
Bike supplied by: KTM Australia www.ktm.com.au