2017 KTM 1090 ADVENTURE R
FIRST RIDE
KTM GOES BIG WITH A SMALLER ADVENTURE R
Bradley Adams
I fully expected to wake up in pain. Less than 24 hours ago, the KTM crew, a small group of colleagues, and I rolled out of KTM North America’s headquarters in Murrieta, California, and on to the trail. Eight hours later, we rolled in to camp, and some time after that, I dipped off to my tent to curl up on a mat that was about 5 percent plusher than terra firma. It was a good day but also a very long day. I should’ve woken up sore—a full day of wrestling big-bore ADV bikes would have done that. And yet I felt fresh.
Standing there by the fire, coffee in hand, it hit me: Maybe less is more after all. Maybe KTM is on to something with its 1090 Adventure R.
Based on the no-longer-available 1190 Adventure R, the 1090 is a lighterweight, more affordable option than not only its predecessor but, perhaps more importantly, its stablemate, the 1290 Adventure R. It jettisons a centerstand and the electronic componentry for more advanced rider-aid systems like cornering ABS. It is not a “light” motorcycle, but at 456 pounds (dry), it’s 22 pounds lighter than the 1290 ADV R and costs $3,300 less (that’s 6.6 pounds less than the 1190 ADV R and $2,600 less, for anyone keeping track). If it were a person, it wouldn’t stand out in a room, but you’d learn to love it for its sensible take on life. Practical isn’t cool until you have to deadlift the bike back onto two wheels. The biggest differences between the 1090 and outgoing 1190 are with the engine, which has a new bore and stroke configuration (103mm x 63mm versus 105mm x 69mm), plus reworked connecting rods, pistons, and velocity stacks. The cam timing and engine mapping are different, while a heavier flywheel smooths bottom-end power delivery. KTM claims 125 hp, versus 150 on the 1190, with the same four riding modes available: Sport, Street, Rain, and Offroad. ABS and traction control are standard but can be turned off.
I switched to Offroad mode as we crept out of Murrieta. Because we were in the dirt. And because if you’re riding an off-road-biased ADV bike and don’t at least try Offroad mode, you’re a complete dunce. Here, power is limited to 100 hp and the engine feels soft but predictable. Approachable but less exciting. Switching to Street, which grants access to all 125 hp through a milder throttle opening than Sport, brought the bike to life and ushered in all the fuzzy feelings that I ever felt on the 1190. Which is to say you won’t miss the 25 some-odd horsepower that was lost in the move from 1190 to 1090.1 guarantee. The engine is as smooth as KTM promises at low rpm, with good power from 4,000 rpm on, perfect for the fire roads leading us to higher elevations.
The biggest thing you’ll notice is what the weight and the engine, with its less rotating mass, does for handling, the 1090 feeling lighter on its toes and more apt at hunting down a smoother line.
On bigger ADVs you’re almost just along for the ride, but on the 1090 you feel like you’re in charge. Chasing KTM’s Quinn Cody up Thomas Mountain, the bike felt predictable, agile, and gave me the confidence to put it wherever I wanted.
I was in control, not it. And definitely not the trail.
Part of this is owed to the bike’s chassis, which is identical to that of the 1190. KTM has updated the fork with stiffer springs, mind you. It’s also raised the fork oil level and increased damping slightly. Out back, it swapped the 1190’s shock for a new WP-built Progressive Damping System (PDS) unit, which firms up at the bottom of the stroke to prevent bottoming.
You’d be hard-pressed to notice these changes with the bike sitting on its sidestand, but get on a technical section of trail and you’ll realize it’s arguably the most performance-oriented change between 1190 and 1090. On road or off, the fork and shock simply provide more support, without feeling harsh as you hit bigger obstacles. You can charge sections harder than expected, and just when you think you’ve found the water bar that’s going to do you in, the suspenders step in with the most controlled and fluid of movements. As we worked our way through the exponentially rougher Anza-Borrego desert floor on day two, the bits felt something like a godsend—sorted and trustworthy. Saved me more than once, even.
Electronics are there to keep everything in check, though, honestly, nearly everyone in our group admitted to turning traction control off and settling on one of the more aggressive riding modes. The exception being Offroad ABS, which enables you to lock the back tire and steer into a turn with the rear.
It almost looked like I knew what I was doing off road, wheelying out of corners, clambering over rocks, and bouncing effortlessly over ruts. As much as I’d like to pretend that’s the case, the truth is the 1090 made me a better dirt rider than I am. Through lighter handling and predictable power, it allowed me to ride with more confidence and more like I was on a dirt bike than a weighty adventure bike. I could shift my weight around, drift into corners, and pick my way through rocky trails with more precision than I’ve ever been able to on a big-bore ADV.
The best part? The bike’s lost little pavement prowess, still offering plenty of power and comfort to eat up big miles with relative ease. Compared to something like the Honda Africa Twin, there’s less wind protection, but there’s plenty of legroom, and the one-piece seat is still plenty comfortable—more supportive even. Stock TKC 80 tires on the 2i-/i8-inch wheels move around on asphalt but are worth their weight in tread blocks the second you hit dirt. A welcome trade-off.
In the end, KTM isn’t trying to replace a good bike (the 1190) with something that’s cheaper, but rather, something that’s lighter, better, and faster off road. As we roll back into the parking lot at KTM North America after two full days of riding, having explored the endless trail network that covers our “backyard,” I try to think of a bike more apt for the job. I can’t.
If you’re looking for a bike that you can do some real exploring on, but one that is less intimidating than the biggest ADV bikes, then the 1090 Adventure R is a truly fantastic option. There will always be a place for the long-haul bikes (KTM’s 1290 Adventure R is a prime example), but for those weekends of exploring with friends, this 1090 is going to be tough to beat. Added benefit: Your body won’t be.
Might I recommend a camping trip with friends to really get the most out of it.
SPECS
2017 KTM 1090 ADVENTURER
BASE PRICE: $14,699 ENGINE: DOHC V-twin DISPLACEMENT: 1050cc SEAT HEIGHT: 35.0 in. FUEL CAPACITY: 6.1 gal. CLAIMED DRY WEIGHT: 456 lb.
