First Ride: KTM 1190 Adventure review — Road Tests: First Rides — Visordown

15 Май 2015 | Author: | Комментарии к записи First Ride: KTM 1190 Adventure review — Road Tests: First Rides — Visordown отключены
KTM 1190 RC8

First Ride: KTM 1190 review

The Austrians might not noticed the numberplate but the message lost on me

IT’S not often you see the ‘mayhem’ in a manufacturer’s press let alone in the introduction to an adventure but this is KTM and those orange like to do things differently.

the same 1195cc engine powers the RC8R superbike, definitely sounds like a mere twist of the throttle and the of a skinny rear tyre but KTM were keen to stress even though the 1190 has the highest power to weight of any bikes in this sector, power was never on the drawing more versatility was the aim and not just in the but across the motorcycle as a whole.

The 1190 Adventure is the replacement to the and cult 990 Adventure, which production at the end of last year almost 10 years. When you at the growing list of Adventure the 990 Adventure is arguably still the bike for the type of riding bikes pretend they get for: unpaved roads. So ironic then that in to sell more bikes in class, it’s versatility not road performance that counts.

That versatility itself in many ways, the less off-road biased sizes (19/17 as opposed to the on the 990), to the 23-litre tank on the 990), to the adjustable seat and the sophisticated electronics package. The Adventure features traction combined ABS, power and optional electronically adjustable which you’d only expect to see on a top of the range superbike.

Looks are subjective and I rarely them but it does appear KTM have made an effort to this bike whisper YOU WANT SOME?’ and by that I the aggressive angular lines and the bright orange have softened off somewhat. It’s not as brash. It doesn’t look it’s going to spit in face.

Sat on the bike, it feels but not unwieldy. At 860mm, it’s no than the 990 but 10mm taller the 2012 1200GS and for comparison, 40mm taller than a At 212kg wet and around 230kg fuelled it feels lighter its size would lead you to

KTM boast it has the best power to ratio in its class.

The clocks are bold and all-digital except for an rev-counter; a great combination. On the of the rev-counter is a digital panel gives you in-depth readouts of from power and damping to consumption, trip, air temperature and current position in the Dakar,

KTM 1190 RC8

You can’t fail to notice how the clutch is. The all-new slipper features a ramp-action to hold the in place under load, lighter springs can be used translates into a lighter action. Just one finger

Although the motor is from the it’s undergone some changes both in terms of and software. The 1190 Adventure’s uses different ratios to the first gear is now shorter, clutchless low-speed control controlled while all the ratios been shifted away the RC8’s 170mph top end. The have been redesigned too and technology used in F1, the skirts use a that’s designed to reduce and helping the engine respond

It uses Ride by Wire and not a throttle, so throttle inputs are and processed by an ECU, adding accuracy to the calibration of fuel/air That, coupled with spark plugs, results in low-end torque, throttle and fuel economy.

The motor is a beauty. The large piston bore and short declare that this is a engine but although it can rev, not rev-happy. Load it up at 20mph in gear at 2,500rpm and after a strain of the power train, the rev heads north with determination.

It’s really not as as I thought it would be. Afterall essentially an RC8 engine with torque but the MTC traction control earns its keep, keeping you within the limits of traction.

are four riding modes, Street and Rain and Off-Road. The two deliver 150bhp while the cap power at 100bhp, the levels of control intervention are also Delivery too is softened off from down to Off-Road.

KTM 1190 RC8
KTM 1190 RC8
KTM 1190 RC8
KTM 1190 RC8

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