Although the features discussed above are shared by both models, there are several differences. The Standard Adventure has a 43mm front fork and a rear shock that are both non-adjustable (the only exception is spring preload on the shock). Suspension travel on the Adventure is 7.9″ front and rear and the seat height is 32.7″.
Not surprisingly, the Adventure R has beefier, adjustable suspension with longer travel. With more of an off-road focus, the R gets WP XPLOR forks and shock that are both adjustable for compression damping, rebound damping and spring preload. Suspension travel at both ends is a whopping 9.4″ and the seat height is 34.6″.
The standard Adventure has a two-piece seat with a rider seat that can be raised by 20 mm. The seat that is on the Adventure R is a single piece unit with a fixed position. Both models have windscreens that can be adjusted for height (with a tool), but the standard windscreen on the Adventure is much taller than the screen that is on the Adventure R.
Of course, as is obvious by the photos, the front fender on the standard Adventure model hugs the front tire, and the Adventure R gets standard tires that are much more capable off-road. The Adventure R also has a 19 mm longer wheelbase for better off-road stability.
We rode the standard Adventure model first. The ergonomics are nice – upright with a comfortable, supportive seat and a reasonable reach to the ground. The instrument display, as we have found other TFT units, is very bright, contrasty and easy to read. You can feel the low center-of-gravity with a full tank of fuel when lifting the bike off the side-stand.
Clutch pull is light, and engagement is smooth and positive. The handlebar is adjustable for six positions, but we were happy with the standard central position, and never changed it.
We tested the bike in the lower seat position, but taller riders can gain a bit more leg room by raising it, which is pretty easy to do. The bike feels slim between your legs, and the bulbous lower gas tank actually helps direct wind around the rider’s legs.
The six-speed transmission offers a nice spread of gears for everything from low-speed, off-road travel to highway touring. Our test bike was fitted with the optional Quickshifter+ system, so the clutch was not required for shifting up or down.
Quickshifters on production bikes are getting better, but there is still a somewhat vague feeling as the shifter serves both to change gears and inform the ECU to match revs, etc. We find the newest KTMs have, perhaps, the best stock quickshifter systems available. The system works well on the 790 Adventure, although we did miss a few two/three upshifts before lowering the shift lever to get our boot more solidly under it. The system works best if you shift up with power on and shift down with the throttle closed.
The steering damper fitted to the 790 Adventure can be both a plus and a minus. With the gas carried low in the frame (and the low CG), the 790 Adventure is very stable at high speeds. The steering damper, which is non-adjustable, helps with this rock-steady feel, but can inhibit, to some extent, quick turning on tight roads. We would prefer an adjustable steering damper. Fortunately, it appears that one could easily be attached should you choose to do so.
The engine performance is simply outstanding. The 799cc twin punches way above its weight in terms of both torque and peak horsepower. Throttle response is excellent, and opening the throttle does not result in any sort of lurch or upset to the chassis.
This motor allows you to hang with much bigger displacement bikes, as we found on a group ride with some large displacement BMWs (including a superbike). Acceleration is strong, but the most impressive thing, perhaps, is the acceleration at elevated speeds. 90 … even 100 mph and above are achieved without breaking a sweat.
Given the performance, the fuel economy is impressive. During that same particular group ride, where the bike was ridden extremely hard, we averaged 53 mpg and, with 5.3 gallons of fuel on board, we didn’t worry about looking for a gas station until we were well over 200 miles on that tank.
I own a 790 adventure and what a fun agile powerful motorcycle. My friends have ridden it and shake their heads.Take one on a test ride and you’ll see.
Can’t buy one? There is one sitting on my local dealer’s sales floor. I think I will keep my 06 640 Adventure for a while. Not as smooth for sure, but it weighs 100 pounds less.
No need to get excited. You can’t buy one anyways.
Up in the Northeast it is Harleys everywhere. No one is commuting. No one is riding other bikes on the weekend compared to the zillions of cars. I like KTMs, but the Duke suspension was horrid over jarring bumps which to me is ridiculous in this day and age. Forget costs and give us high speed damping or don’t bother. The throttle was also an on off switch.
i have been reading up on this bike and apparently you cant tune out sub 6k rpm leaness because of some new bosch ecu being used. no bueno
Been away from the internet for a week or so. When I first glimpsed this review, the KTM looked a lot like a TW200. Actually, this the the first KTM I would even consider buying if I were in the market for an ADV bike. The fuel tank design makes sense and the bike looks like it has the right bones. The look of the bike is even palatable.
I want to like this bike but virtually every time i read a story bout a KTM being used as an adventure bike out in the middle of nowhere, the electric fuel pump problems continually reappear, often causing major problems and delays. I just read one account where a KTM with a failed fuel pump problem had to be towed over a hundred miles by another bike to a shop that was “vaguely” capable of doing the repair but this was done only after the part was air freighted there ($$$$).
Why is it that the Japanese dual sport bikes virtually never seem to have the same problem. You would think that KTM would have finally fixed this fault after all the complaints going back over a decade.
In tough conditions KTMs are more reliable than BMWs. That is because KTMs are built to handle tough conditions. BMWs aren’t. The big boxers are all about big hp and fancy gizmos. But both front and rear suspension systems break and their wheel rims are easily dented so the tubeless tires can’t hold air. The G series bikes have had a lot of problems with their Chinese engines (so the G650 was discontinued) and the F series uses engines from the same country. BMWs also have the worst reputation for electronics problems, maybe because they have so much of it.
There is a bigger story here than KTM and BMW refusal to acknowledge design/quality assurance failure. I call it the arrogance of design. BMW knew their boxer street bikes had a surging problem on constant throttle for 10 years and always refused service difficulty inputs, until it hurt sales. Their solution was to switch FI manufacturers after a decade, of unhappy customers. Money vs QA. BMW may be the worst in Motorcycling for reliability but others have done the same thing. A data bus on a motorcycle by design is unnecessary. The fancier the design, the more phantom problems are built in. The best product must have constant QA and a compulsion to always build the best. Forever.
I have heard the same thing about brake bleeding, clutch pack thrust washers, etc with KTM.
Feed back regarding product functional issues must be acted upon immediately. In the 80s Chrysler response time to problems was months. Nissan CA was 5 days. That included the decision to execute corrective action.
The original post was comparing KTM to Japanese dual purpose bikes, not BMW. I’d say it’s because of pride. The Japanese would take it very personal if they designed a bike that wasn’t perfect. The Europeans are very arrogant and in denial.
What the Italians consider character, the Japanese consider design flaws and the Germans deny to their graves.
Not sure who first penned that but it seems appropriate
Yes, the Japanese pursue perfection, all the way to banality.
lol…some of us appreciate a toaster that pops up perfect toast every time we put bread in it and push the handle down.
Yup, not just motorcycles – – – but I love what they do, do well .
You can tell a German………………. but you can’t tell them much.
My 2016 Africa Twin DCT suffered from intermittent stalling problems pulling away from stops. My dealer swapped out many parts trying to fix the issue, including the ECU, throttle bodies, etc., without luck. Finally they turned to Honda Corp. and told them I wanted the problem fixed permanently, ie., a new engine or bike. Honda said the stalling was a “characteristic of a big twin” and told me to pound sand basically. So much for Honda’s pride in its products.
During my 2 year period of ownership the bike also suffered from a fuel pump failure, headlight switch failure, a broken DCT transmission and corroded spokes. Honda’s quality ain’t what it used to be.
Ralph W – You must have watched “Long Way Round” where the BMW’s wern’t up to the task that they were designed for. Those big BMW’s have a place in motorcycling, it’s just not the actual outback under harsh conditions. They work great in town and on road trips.
I watched about half of “Long Way Round” before I got sick of Charlie Boringman’s constant whingeing. For most of us that would have been an exciting adventure, but he complained about everything. But I’ve also watched other travel documentaries and read a lot of stuff about troubles with BMWs. It disgusted me to see them, not just broken down, but actually broken in conditions other bikes would cope with easily.
People who complain about KTM reliability are living in the past. Other brands have more problems. Any bike can potentially break down. If reliability is top priority, buy Japanese made bikes. But be wary of Japanese brands that have been made in other countries.
No need to worry about Thailand made Japanese bikes – just fine. KTM makes interesting bikes, but even this one has problems that long term reviewers point out (weeping, electronic glitches). They’re still desirable, but go in with eyes wide open.
I do all the work on my own motorcycles, so bulletproof reliability is essential for me. Therefore, I will wait. My expectation is that a 70 hp motorcycle from another manufacturer will be still running as this one awaits repair. I’m not ready to race.
I agree with you. I am waiting for the T7. Judging by the EU reports the T7 is designed with me in mind. Milder state of the engine, suspension action and price. Plus I think it looks better but that is personal preference. Want to hit the dirt at speed? I’ll choose a 2 stroke. No need for me to pretend I’m Chris Birch on a big bike.
The combination of small size, light weight and power of this engine is a wonder. If it’s reliable is another story. The 10K redline with no complaints about the low end offroad is another wonder. So is 53mpg.
KTM isn’t responsible I don’t think for the offset cranks on parallel twins but that was the real missing link because truth be told the character of those engines in 180 or 360 forms misses the mark for many.
Setting aside concerns about reliability and it’s KTM ugly, the standard might be the first bike I would recommend to others because it is truly a do it all machine.
A while back stuck on a job site we were standing around a talking about woman’s tops. Big, small, what have you. A older Jamaican gentleman that was pulling cable told us we had it all wrong. You see he said “They must be down to the elbow.”
This gas tank is definitely down to the elbow.
Wut
Joe is referring to “sag” — the 790’s tank sags all the way down to the pegs … not that there’s anything wrong with that.
If KTM offered a version of the 790 Duke or Adventure that looked more like a Royal Enfield (Traditional styling) I think it would be the best seller. Combining state of the art performance with more appealing looks would cover the market.
Agreed. The dull orange plasticky gray/white/black look is growing tiresome.
KTM has nothing retro in their model lineup, for the obvious reason that KTM has no classic older street bikes from which to draw inspiration. Also, unlike the best-looking retros such as the CB1100 and Royal Enfield, these bikes are liquid cooled. An extremely small and narrow, liquid-cooled, non-finned, industrial-looking parallel Twin is not exactly the best aesthetic starting point for a retro-styled machine.
They can’t draw inspiration from other designs? I do get your point about the starting point, as proven by the Yamaha twin and triple “retro” models. Those are kind of like Whoopi in a white dress and blonde wig.
Nope, I don’t believe that KTM, whose motto is “Ready To Race,” would ever be willing to copy/borrow/pay homage to an antiquated stylistic design from another manufacturer. For better or for worse, KTM is wholly committed to producing modern, cutting-edge, uniquely KTM machines. They seem to have no interest whatsoever in looking backwards, especially if that should mean looking backwards into someone else’s garage.
Well done, KTM! The 790 Adventure R is the most exciting adventure bike ever built, IMO. Everybody has their own idea of what an adventure bike should be. Until now I’ve only been interested in the singles for real adventure riding. All of the other adventure bikes with two or more cylinders are great road bikes but are not as capable off-road as I’d like. The Africa Twin was the best of them, but it has about the same power output with more weight than the 790 R. And to some of us, a high front fender is important.
Back In My Day… thanks for sharing!
It must have been the sprung seat.
Thanks for that, Back In My Day. It is a very interesting collection of photos. It reminds me of my father and his brothers who used to go everywhere and do everything, including farm work, on their ‘50s British 350cc road bikes. But they couldn’t go a lot of places my mates and I did on our ‘70s Japanese trail bikes.
The ‘still’ photos show us that they got there. But they don’t show how much trouble it was to get there, and get out again.
A paper bag with 3 holes and we’re all set.
Good numbers for an all around road bike.
Lots of useful info on that dash although I really don’t care for bar graph tachs.
Looks ok to me for the genre it is placed in.
Adventure headlight with long windshield does have chicken rooster like qualities and turns me off it.
Like it for inseam height.
Put the ‘R’ fender setup on it, and after a couple years to work out the kinks (which i’d wait anyhow), I’ll put one in my garage.
What is under that cowl on side of engine? In combination with long neck ending with bird-like headlight it looks like turkey to me. But, appearance is not everything, right?
Sad vulture to me. PLEASE bring back round reflector headlights.
“Sad vulture”, LOL. Reminds me of the old Mad Magazine “Spy vs. Spy” face.
THAT’S IT! I wondering what was so familiar looking about that headlight. That saved me a night’s sleep, for sure.
Yes, it is. What a pity for otherwise mechanically excellent product. They should go for styling to Italy.
Then you’d feel awful if you dropped it.
This looks like a perfect numbers bike, for the street. Weight, fuel capacity, sized for adults, CG, power and torque with a practical rack. Needs Metzler Tourance tires, curved front to back windscreen, slim slider protecters or none, conical mirrors, and a plain non graphics paint job. Helpful if under $10k. Very helpful.
Gotta hand it to KTM. When they decide to go after a particular market segment, they usually nail it. Seems like a lot of value for a middleweight adventure bike. Heck, even seems like a great value compared to all adventure bikes.
Pricing seems reasonable, right in line with the V85tt. I predict I’ll see a lot of these on the road around Atlanta. I doubt I’ll ever be shopping for an ADV but I spent my heard earned money on a new compact crossover, so who knows…
That gas tank is wild. Not sure that “gas tank as crash bar” is a great idea.
So far, judging from comments by folks who have ridden and dropped the 790 Adventure, the tank appears quite durable — as might be expected, given the toughness demonstrated by the 6.7-gallon plastic tank on the old 640 Adventure.
Also the 950/990 used this design since 2003 as have (other) Dakar race bikes before and after. Absolute non-issue.
On the graph, torque and horsepower should be equal at 5252 RPM.
And if torque were shown in pound feet, it would. However this graph shows torque in newton meters, so the point where they intersect will be different.
Mixing SI and English units on the same graph is a bit like mélanger Français et Anglais in the same sentence, wouldn’t you say?
if a 790 twin made 90 pounds of torque, zarco wouldn’t be unhappy…
Not really. English is chock full of French words.
Can’t argue with you, I blurted out “maird!” when I saw the transgenderized units.