Flashback: 2013 KTM 1190 Adventure R Launch Review

Take a trip back to 2013 when bikesales attended the launch of the all-new KTM 1190 Adventure R

The KTM 1190 Adventure R was an anomaly when it was launched in 2013. It was it a large-capacity, road-capable touring machine, but it also had serious off-road chops. The standard KTM 1190 Adventure was impressive in its own right, but the R version proved that a heavyweight adventure bike can also be a serious off-roader.

KTM’s off-road DNA was already well publicised. The previous 990 Adventure has become somewhat of a modern classic, with its off-road ability and rally styling, but the 1190 Adventure completely reinvented the game. Electronic suspension, variable traction control, variable engine maps, combined ABS brakes and a maniacal, fire-breathing parallel-twin engine were just some of the 1190 Adventure’s drawcards.

The KTM 1190 Adventure R was a more off-road focused bike than the standard 1190 Adventure

The R version added longer travel suspension, larger wheels and a ‘more animated’ graphics kit. The flipside is that it didn’t have electronic suspension as standard. But the suspension travel and larger wheels allowed riders go further off the beaten track, completely re-writing the rulebook on where a 217kg bike can go.

Former bikesales editor, Mark ‘Mav’ Fattore, attended the Australian launch of the KTM 1190 Adventure R way back in 2013. The launch featured a two-day, GPS-assisted return trek from Wiseman’s Ferry to Moonan Flat in NSW. Read on to see what Mav said about the bike back then.

2013 KTM 1190 Adventure R Launch Review

With its larger 21-inch front wheel, up from 19-inch on the 1190 Adventure, the 1190 Adventure R just beckons you to stand up on the pegs and enjoy the wide spread of torque from the 75-degree, 1195cc twin, which produces 150hp (110kW) at 9500rpm and 125Nm at 7500rpm. The rev limiter kicks in about 10,000rpm, but on the basis that the bike has been pushing hard from as low as 2000rpm it’s well and truly time to let go and shift up another cog. The spread of gear ratios is what you’d expect – quite short at the bottom for tough terrain, but then set at sensible intervals to take into account the bike’s strong torque. In sixth gear at 100km/h the bike is only ticking over at a fuel-conserving 3400rpm. The 1190 Adventure R, like its sibling, as the best power-to-weight ratio in its class.

Compared to the 990 Adventure, the 1190 Adventure R is much more comfortable both standing up and sitting down. When things get more willing, the 1190 Adventure R’s narrow mid-section allows the rider to tuck their knees into the tank and lower flank of the 23-litre tank, and on the 990 that wasn’t the case.

The 1190 Adventure R had ergonomics that added to its off-road ability

The handlebar positioning is also spot on for me, leaving just another bend in my elbows to remain comfortable when I was standing up – but with enough of a leverage-affording stance to really yank on the bars when the time came.

The 1190’s seat is also much more sculptured than the ‘slab’ seat of the 990, so massive distances can be covered before you bum even remotely takes on a listless feel. A lack of seat height adjustment is at odds with the bike’s otherwise gold star rating for user-friendliness.

The 1190 Adventure R doesn’t only feel slim – it also looks it. It weighs about 30kg more than an 800cc adventure bike, but it would take the untrained eye a few takes to work out there’s a 400cc capacity differential between them.

The R’s LC8 engine – found in bikes like the RC8R but now with a twin-spark ignition system among a number of other refinements -- is just so smooth and almost equal to any task. Because the power delivery is just so predictable and muscular, and the throttle response beyond reproach, I could have ridden the bike in ‘Sport’ mode all day, such is the confidence I had in the bike from the get-go.

The simple, but detailed dash system was popular with riders

I started the launch in ‘Sport’ mode, which has the full biscuit 150hp and reduced traction control intervention. But as dirt beckoned, I quickly toggled through ‘Road’ (still 150hp but more traction control) to ‘Rain’ (100hp and full traction control) before arriving at the steadying influence of ‘Off-Road’ (100hp and minimal traction control). And 100hp in the bush is probably still too much for most people.

Combined anti-lock braking (if the front brake is applied on its own, the system gives a bit of a hit to the rear) is also a part of the electronic mix, which like traction control can be turned off completely.

The traction control in Off-Road riding mode is where the fun really begins, which came into play just minutes out from our departure point at Wisemans Ferry. KTM has delivered a system similar to BMW which allows the pilot to hang the back-end without the very real threat of being snapped over the bars

The 30mm increase in suspension travel takes a lot of the second guessing out of fire trail work, although I still managed to reach the bottom of the 220mm stroke on a few occasions. Perhaps it’s a function of the faster pace the 1190 Adventure R coaxes out of the rider – which also makes the hits heavier. Ground clearance is 250mm compared to 220mm for the 1190 Adventure.

The LC8 parallel-twin engine broke new ground for KTM

The chassis is excellent, combining a chromium-molybdenum power-coated steel trellis frame with WP upside-down 48mm forks and a WP monoshock. With the larger front wheel, off-road is obviously the 1190 Adventure R’s strong suit, but even on the tar it still shows plenty of poise.

The 1190 Adventure R does the KTM badge proud. It’s an outstanding, rugged example of this go-anywhere genre which is all the rage at the moment. The bike has a mouth-watering mix of pizzazz (electronics), power and toughness, which is all wrapped into a sharp price tag. Why would you want to be a trail blazer on anything else?

Looking back

The KTM 1190 Adventure R lasted for four years before it was replaced by the KTM 1290 Super Adventure R. The 1190 Adventure R barely changed during those four years with only minor details altered. The price tag did rise though, with machine costing $3000 more in 2016 than it did in 2013.

The 1290 Super Adventure, which was launched in 2015, upped the power and torque figures with a larger-capacity powerplant. In 2017, KTM launched the 1290 Super Adventure S and 1290 Super Adventure R, with the four-year reign 1190 Adventure R coming to an end.

While the 1290 Super Adventure R was, and still is, a supremely capable machine, it lacked the raw off-road ability that the 1190 Adventure R brought to the table.

The 1190 Adventure R is still a highly desirable machine for many dual-sport riders and offer a good base for projects.

If you think a KTM 1190 Adventure R might look good in your shed, then head to bikesales.com.au to view the current listings for sale.

Flashback: 2013 KTM 1190 Adventure R Launch Review

2013 KTM 1190 Adventure R Launch Review

Looking back

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