BIKETEST KTM 990 ADVENTURE:Around town, the KTM shows that it is a new animal, but the adventure starts out where bikes belong, writes GEOFF HILL
BIKETEST KTM 990 ADVENTURE
‘YOU’LL LIKE this,” said Sam at the dealers. “Why?” “Because I’ve just bought one.”
“He has, but that’s not the reason,” said his mate Andy, who was passing by. “You’ll like it because KTM have thrown the old crank and cams on the scrapyard, put in a new set and sorted out the fuel management, all of which means it’s smooth below 4,000rpm.”
“If it’s smooth below 4,000rpm, it’s not a KTM. And I’ll eat my helmet,” I said, climbing aboard, riding off and immediately wishing, not for the first time, that I’d kept my mouth shut. The Adventure is, in fact, the first civilised KTM after a long line of bikes that, at low revs, performed like an epileptic kangaroo with hiccups, making any progress through traffic in town highly amusing to passing car drivers and pedestrians, but a test to even the most Zen Buddhist of motorcyclists.
Not any more, though. This is a machine on which you can potter along at walking pace, particularly since, with twin fuel tanks storing the go juice as low as possible, not to mention a battery which actually sits under the sump, the centre of gravity is about as close to the earth’s core as it can be without having Arne Saknussemm’s signature on it.
All of which means that although the Adventure weighs in at a fairly significant 209kg and has a lofty seat height of 860mm, it feels much lighter and lower; a factor which comes into play even more when you get fed up seeing how slowly you can potter through town without falling over and head for the open road.
Out there, where bikes belong, the low centre of gravity and steep forks mean that before long, you’re flinging yourselves into corners faster and faster, turning in a flash and throttling past the apex into the next straight.
Mid-range acceleration, while not in the Hayabusa, R1 or 1198S league, is more than enough to fling yourself past anything on four wheels; particularly if you keep revs between 6,000 and the 9,500 redline, which is where KTMs are happiest in any case.
The twin Brembo front brakes, surprisingly, need a fairly firm pull, but to be honest you get enough engine braking from changing the V-twin down a gear not to need them much.
Off-road, that same low centre of gravity creates a huge amount of stability and confidence. No wonder these bikes have a string of Dakar successes behind them.
Faults? The seat is probably a bit minimal for very long journeys, as is the screen, and there’s still a fair bit of vibration even with the new crank, but to be honest that’s part of the rough, tough, gnarly nature of KTMs. All in all, loads of fun, especially if you think the more expensive BMW R1200GS is too big and boring.
“Well, what did you think?” said Andy when I arrived back.
“You were right. Have you any ketchup to go with this helmet?” I asked.