KTM 890 Adventure R 2023 Review

When the KTM 890 Adventure R was launched a few years ago, it left many people scratching their heads. Is it a dual-sport motorcycle or a dirt bike?

Many modern adventure bikes are road bikes disguised as off-road bikes, but the 890 Adventure R is the complete opposite. It is a dirt bike disguised as an adventure bike.

Complete with enduro-like WP Xplor suspension, a brilliant 889cc LC8 parallel-twin motor, and a wide range of electronics, the KTM 890 Adventure R rose straight to the top of the middleweight dual sport pack in the eyes of many observers.

Perhaps it’s only downfall was that it didn’t look particularly good, but KTM has fixed that now too, with the 2023 edition looking sharper and more attractive than ever.

And while the minimal updates for 2023 didn’t necessarily warrant a full media launch, KTM Australia invited bikesales to test the new machine in the most KTM way possible – by taking part in the infamous KTM Adventure Rallye.

The KTM Adventure Rallye was the setting for our test on the latest iterant of the marque’s most capable adventure bike.

The Rallye concept itself is not unique – BMW was years ahead of the game with its iconic GS Safari. But the cultural gap between KTM and BMW is bigger than the Grand Canyon, and the Rallye has a distinctly different feel to the Safari.

For starters, the KTM demographic leans more towards off-road riders and ragtag larrikins compared to BMW’s slightly older, more refined, and cashed-up crowd.

And where the BMW Safari caters for riders of all abilities, the KTM Adventure Rallye takes on a more rugged and harder-edged approach which is exemplified by its infamous Chilli system.

The Chilli system was introduced by Chris Birch (do I need to say anymore?) and provides organisers a way of rating the difficulty of certain trails to ensure less-experienced riders don’t find themselves in tricky situations. Basically, the more Chillis, the harder the trail.

But the problem is that even non-Chilli trails can be tough for some riders, and when you do come across a Chilli route, then you better be ready for it. One day featured a Chilli route that lasted the whole day, and riders were told to seriously consider whether they were up for it.

Put simply, the KTM Adventure Rallye is not for the faint-hearted and taking part is an achievement in itself. I asked KTM Marketing Manager, Rosie Lalonde, what the highest Chilli rating ever was (thinking it would be no more than five). “Twenty-five,” she responded, matter-of-factly. And apparently it only lasted for about 100m. Yikes.

The 2022 KTM Adventure Rallye (the 2023 edition will be held later this year) took place in the incredible Victorian High Country and, while I was only available for the first two days, I still got a very good run on the 2023 890 R on some of the country’s best trails and toughest off-road conditions.

And despite 38-degree heat, dust, endless fields of rocks, and challenging Chilli-laden tracks, I have to say that the KTM Adventure Rallye was an absolute blast and a perfect way to put the latest 890 Adventure R through its paces.

If you have a KTM adventure bike (or are looking at buying one), then I highly recommend signing up for the Rallye. It is one of the best-organised motorcycle events in the country, which is a credit to Rosie and the whole KTM team.

You will challenge yourself, no doubt, but you’ll also become firmly entrenched in the wider KTM community. And that’s a pretty good place to be.

The 2023 KTM 890 Adventure R checks in at $26,575 ride away making it one of the more expensive models in the middleweight adventure segment. The only competitor that tops it in terms of price is its cousin, the Husqvarna Norden 901 Expedition ($27,840 ride away), but that bike comes with a lot of additional features as standard.

But the 890 Adventure R has significantly better off-road capability than any other bike in the segment. Actually, make that any adventure bike full-stop.

The smaller-capacity Aprilia Tuareg ($22,230 ride away) is its closest opposition off-road, while the Ducati DesertX ($25,800 ride away) and Triumph Tiger 900 Rally Pro ($25,450 ride away) are both premium dual-sport packages that are loaded with fancy tech and components. But for terrain like we experienced on the Rallye, I’d take the KTM.

And for reference, the regular KTM 890 Adventure, which is sold in Australia in small numbers, checks in at $24,475 ride away.

As previously mentioned, the KTM 890 Adventure R features an 889cc LC8 parallel-twin motor which acts as a stressed member for a chromoly steel frame. The bike also has a steel-trellis subframe, and WP Xplor suspension front and rear, with the 48mm fork and rear shock both offering 240mm of wheel travel.

Out of the box, the 890 R is also fitted with Mitas Enduro Trail tyres, as well as a high-end steering damper and an aerodynamically optimized windshield that is deliberately short for off-road use.

The entire front end of the bike has been redesigned to help improve aerodynamics and ergonomics, while also giving it a fresh new look and feel. KTM has succeeded on all of those fronts.

Our particular test unit was also fitted with some optional extras including the Tech Pack (see next section), larger Rallye footpegs, a Twin-Air Pre Filter for the dusty conditions, and more aggressive aftermarket off-road tyres.

As far as rider aids are concerned, the 890 Adventure R has everything you need. You can count a 6-axis IMU, cornering ABS and traction control, an off-road ABS mode, riding modes, a TFT display, and smartphone connectivity as standard.

But from there, the picture gets a bit murkier. Cruise control and a quickshifter are both optional, as is the brilliant Rally Mode and Motor Slip Regulation. These options can be purchased as part of the Tech Pack, but that will add nearly a grand to your price tag.

I would say it’s a bold call, but it’s not – the KTM 890 Adventure R is the most off-road capable adventure bike (with at least two cylinders) currently on the market.

From the moment you climb aboard, the 890 Adventure R just feels right. Both the seated and standing riding positons are curated well for the dirt, while the ergonomics and geometry help contribute to the bike’s dirt bike nature.

The engine is a beauty, with plenty of power on tap, but also plenty of the poise and calmness needed to maintain traction on the dirt. In the most aggressive throttle map (the optional Rally mode), the bike feels racy and capable of breaking lap records, but the electronics do a fine job of keeping everything on track and in order. In other words, despite the adrenaline rush, you never feel like you’ll lose control.

By adding the optional Rally Mode, you also get Slip Control, which allows you to switch between 9 levels of traction control. The higher the number, the harder it is to slide the rear wheel out. When set to level 1, 2, or 3, you can step the rear wheel out in a controlled slide. It might sound like a novelty, but it really adds to the bike’s overall performance.

The KTM Adventure Rallye presented challenges that even some dirt bike owners would opt out of, but the 890 Adventure R was never really fazed. In fact, there were some rocky hill climbs that I would choose the 890 for over a 350cc dirt bike. The reason is that the added weight makes the bike incredibly stable over rough terrain and ensures the suspension is predictable and compliant.

Not that you’d find the WP Xplor gear’s limits anyway. With 240mm of travel front and rear, the bike rarely stumbles on big hits and big jumps, even with this writer’s heavier-than-average build. It takes a pretty heavy landing to bottom out.

I’ve already hinted that the 890 Adventure R is closer to a dirt bike than an adventure bike, but that doesn’t mean it has no chops on the tarmac.

The parallel-twin motor can be quite feisty when you need it to be, and this is especially true in Rally Mode. And coupled with great geometry and lightweight, agile handling, the 890 is a surprisingly good road bike.

Perhaps the only let-down is the suspension, which is quite firm for the tarmac. But this also adds to the bike’s sporty nature, and both the fork and shock are easily adjustable, with KTM even providing recommended settings for the tarmac.

A comfortable ride position, decent fuel economy, adequate wind protection, smartphone connectivity, and the option for heating, quickshifter, and luggage, mean that this “dirt bike” is made ready to tackle long kilometres on the tarmac.

One issue with all KTM models is that there is no dedicated mode button. Instead of a simple press of a button to change modes on the fly, you have to manually enter the menu system and change ABS, traction control, and ride modes separately.

The bigger and more expensive KTM 1290 Super Adventure R has quick-select toggle switches which partly solves the problem, but it’s still not a complete fix.

Realistically, especially for the 890 R, the only safe way to change settings is to stop the bike completely. This is a real hassle if you are changing regularly from road to dirt. If you’re riding mostly off-road (as we did on the Rallye), then it is possible to just leave the bike in its off-road settings and avoid having to change. But still, a mode button would be excellent.

The KTM 890 Adventure R is a bike that means business. It was runner-up in the 2021 bikesales Bike of the Year awards, and the preceding 790 Adventure R was the 2019 bikesales Bike of the Year winner. The minor changes in 2023 have made it even better, making it clear that KTM is at the top of its game in the adventure segment.

Of course, the joker in the pack is the new Husqvarna Norden 901 Expedition which offers a whole array of extra standard equipment for only $1200 more. But the KTM has better suspension which makes it the more performance-orientated of the two.

Whether or not you should buy one, however, comes down to a simple question. Are you looking for an adventure bike with dirt capability or a dirt bike with adventure capability? If it is the latter, then the KTM 890 Adventure R is your bike. And if it is the former, then the KTM 890 Adventure R could still be your bike. Just take one for a test ride and see for yourself. You won’t regret it.

All photos by Danny Wilkinson (@wilko.photo).

ENGINE
Type: Liquid-cooled, four-stroke DOHC parallel twin
Capacity: 889cc
Bore x stroke: 90.7mm x 68.8mm
Engine management: Electronic fuel injection with 46mm DKK Dell’Orto throttle body

PERFORMANCE
Claimed maximum power: 105hp (71kW) at 8000rpm
Claimed maximum torque: 100Nm at 6500rpm

TRANSMISSION
Type: Six speed
Final drive: Chain
Clutch: PASC Slipper

CHASSIS AND RUNNING GEAR
Frame: Chromium-Molybdenum steel trellis frame, powder coated
Front suspension: WP 48mm Xplor upside-down fork, fully adjustable, 240mm travel
Rear suspension: WP PDS Xplor monoshock, fully adjustable, 240mm travel
Front brakes: 320mm discs with Brembo four-piston radial calipers, ABS
Rear brake: 260mm disc with Brembo twin-piston caliper, ABS
Tyres: Metzeler Karoo 3 – front 90/90-21, rear 150/70-18 (not as tested)

DIMENSIONS AND CAPACITIES
Claimed dry weight: 200kg
Seat height: 880mm
Wheelbase: 1528mm
Ground clearance: 263mm
Fuel capacity: 20L
Claimed fuel consumption: 4.5lt/100km

OTHER STUFF
Price: $26,575 ride away
Warranty: 24 months, unlimited kilometres