KTM 1090 ADVENTURE R
FIRST TEST
P64
swingarm and gas tank are
unchanged, but the chassis now
runs a caged ball bearing in the
steering head to cure the issue
of head bearings coming loose
on the 1190 that were a pain in
the ass to tighten. There's a slight
change in the graphics to the 1190
Adventure R and the front brake
master cylinder cap now has a
flat top instead of the cylindrical
reservoir of the 1190, mainly so it
doesn't get damaged in a crash.
Eagle-eye people will notice
there's no center stand. The
reason for its omission is down to
weight saving and cost, although
KTM will sell you one for $250
at the dealer. All up, there's a
claimed 22-pound weight saving in
the new 1090, but the proof really
is in the pudding when you fire the
smaller, lighter beast into life and
ride off into the dirt.
Our ride for the 1090 introduc-
tion took us around the hills sur-
rounding Murrieta, San Felipe and
Warner Springs—an ADV rider's
paradise about two hours south
of L.A. and 45 minutes northeast
of San Diego. You may as well be
deep in the bowels of Baja here,
with endless undulating terrain and
plenty of ruts, rocks, sand, water
crossings and high-speed dirt
blasting to keep you entertained
and the KTM on its toes.
The most immediate differ-
ence between this and the 1190
is the engine. Everything about it
is softer, more forgiving than the
outgoing model, and the fact I was
missing nearly 25 horsepower in
overall power on the 1090 didn't
even enter my mind. The throttle
response in any of the four modes
has no discernable kick to it—the
drive, especially in Off-Road
mode—is liquid smooth for a large
capacity V-twin. I remember the
first time I rode a 990 Adventure
R, man, what a difference be-
tween this and that old beast! The
current crop of KTM engines are
so damn sweet, it's genuinely hard
to find an area that isn't totally spot
