Photo: Masahiko Watanabe
10ps increase and frame evolution
I would like to report on my test ride of the 890 ADVENTURE/R at the media test ride of the KTM 2021 Adventure model.
The 890 Adventure is an evolution of the previous 790 Adventure. The engine was the biggest change this time. The basic layout remains the same, but the displacement has been increased to 889cc, and maximum output has been increased by 10ps to 105ps thanks to improvements to the valve train and balancer, lighter pistons and more crank mass.
The basic components of the motorcycle are the same as the previous model, including the chromoly trellis frame, aluminum swingarm, and WP front and rear suspension, but the stem has been strengthened, the subframe has been lightened, and the quickshifter can be used for shifting up and down. Bosch ride-by-wire electronic control includes four ride modes (Street, Rain, Off-Road and Rally *only on the "R" model) and cornering ABS & TRACTION CONTROL.
890 ADVENTURE R
Like its big brother, the 1290 Adventure, the 890 is available in a standard version and an enhanced off-road version with the "R" designation. The "R" version has increased suspension travel, block tires, and a one-piece seat for even better off-road performance.
[890 Adventure R]The best off-road performance in the adventure world
Previously, KTM's main product line of large-displacement street models consisted of the 690 series, powered by the LC4 liquid-cooled single-cylinder engine, and the 1290 series, powered by the LC8 liquid-cooled V-twin engine, but the 790 Duke, introduced in 2018, was powered by KTM's first The LC8c was KTM's first liquid-cooled in-line two-cylinder engine.
The lowercase "c" stands for compact, and it was introduced in the 790 Adventure, which debuted the following year in 2019 as a new-age engine that combines the pulse and power of a V-twin with the lightweight and slimness of a single-cylinder model. The engine was also introduced in the 790 Adventure, which debuted the following year in 2019, and has been carried over to the 890 Adventure, the latest model.
The 435-degree ignition cycle gives the parallel-twin a similar feel to the LC8 (75-degree V-twin) of the 1290 series, but with a smoother feel and a stronger punch when the throttle is opened. With 20% more crank mass, it's also more tenacious at low speeds, making trekking through the woods more comfortable.
It was raining at the test course, but we set the ride mode to "Off-Road" and gave it a try. The response is gentle and the power is controlled, making it easy to drive. When accelerating out of a corner, the rear starts to slide, but the TRACTION CONTROL intervenes at a relatively early stage to stop it.
As my body gradually became accustomed to the machine, I tried the rally mode, which increased the engine's instantaneous power and further reduced the degree of ABS and TRACTION CONTROL intervention, giving the rider a more direct feeling of control. There are 9 levels of TRACTION CONTROL to choose from, so you can make more detailed settings depending on the road surface and driving style, which is perfect for experts. When we wanted to slide the rear wheel on a slippery surface like this, we lowered the TRACTION CONTROL level to about 2 and it felt just right.
The 890 Adventure R is notable for its fuel tanks, which are split between the left and right sides of the bodywork, a lower tank layout first introduced on the 790 Adventure. The 20-litre capacity allows the motorcycle to travel 400km on a single refueling, yet has minimal impact on handling.
The actual sliding behavior is stable and does not waver even at low speeds, and the slim knee area makes it easy to hold. This is where the know-how gained from winning the Dakar Rally in a row comes into play.
Compared to the flagship 1290 Adventure R that we tested at the same time, the 1290 Adventure R has clearly higher off-road performance in general, with lighter footwork and better breaking power.
On the other hand, the 1290 is overwhelmingly powerful and heavy, but the machine behaves calmly, so it is comfortable even in the dirt. The KTM 1290 is more powerful and heavier than the 1290, but it behaves more comfortably on dirt roads, and it shows its true potential when riding hundreds of kilometers through the African savannah. This unusual feeling is also one of KTM's strengths.
[890 Adventure]It's the best balanced all-around motorcycle.
The 890 Adventure, on the other hand, is more on-road oriented, with a long screen, separate front and rear double seats, and on- and off-road tires. Although the engine and electronic controls are the same as the R, the WP suspension has a shorter stroke of 200mm compared to the R's 240mm front and rear, and the seat height has been reduced by 30mm to 850mm, indicating that the emphasis is on on-road handling and comfort.
The engine is just as powerful as the "R", and the increased crank mass gives the engine a more rounded feel. In an adventure world dominated by huge machines, this is one of the best-balanced motorcycles, weighing less than 200 kg and producing just over 100 horsepower for easy handling.
The AVON Trail Rider, which comes standard with the same 21/18-inch wire-spoke wheels as the R, should be able to tackle ordinary forest roads without any problems. It's an all-rounder that can be conveniently used for everything from street riding to long distance touring.