KTM 1190 Adventure
 

KTM already set standards in the travel segment with the new 1190 Adventure in its first model year. In MY 2014, the 1190 Adventure, together with its "R" sister model, has been turned into what is currently the world's safest motorcycle - yet still with undiluted riding pleasure. For the first time, it offers Bosch's new MSC (Motorcycle Stability Control). MSC enhances the existing package consisting of lean-sensitive traction control and ABS featuring a combined braking function with a world first: the first ever lean-sensitive cornering ABS. As ever, it sets standards in the travel segment: 150 hp with a weight of only 230 kg fully tanked combine to produce a power-to-weight ratio previously unheard of in this class and therefore delivering unrivalled ride dynamics. At the same time, the powerful, economical and cultivated engine enables either particularly relaxed and comfortable riding or, if required, super-sporty propulsion – with every conceivable level in between. The chassis combines lightness with outstanding geometry and fantastic suspension, which, together with completely new tyres for the travel enduro class, allow undreamed of riding pleasure in all conditions and whatever speed  you desire, from very relaxed to very, very fast.

Key Features

Design 2-cylinder, 4-stroke, spark-ignition engine, 75° V arrangement, liquid-cooled

Displacement 1,195 cm³

Performance 110 kW (148 hp)

Weight without fuel approx. 212 kg

Features and Benefits

INCREASED FUEL ECONOMY

Although substantially more powerful and equipped more comprehensively, the 1190 Adventure consumes about 20 per cent less fuel than its equally heavy predecessor (230 kg fully tanked, despite a smaller fuel tank). Together with an impressive 23-litre tank capacity, the range is suitable for desert use.

PRICE/PERFORMANCE

The KTM 1190 Adventure is light, powerful and extremely controllable.. Thanks to low fuel consumption, a 23-litre fuel tank and long service intervals of 15,000 km, it hardly ever needs to take a break.

LONG SERVICE INTERVALS

A unique mix of the highest quality components combined with a fully developed and reliable engine allows extremely long service intervals of 15,000 km.

OUTSTANDING PACKAGE PRICE

Work it out for yourself: The KTM 1190 Adventure is not only the lightest, most powerful and versatile travel enduro, but also the one with the best equipment package. As a result, you get - at an already very affordable entry-level price - so much more for your money than from any of its esteemed competitors.

Extensive standard equipment:

» C-ABS

» MTC (Motorcycle Traction Control)

» Multi-function cockpit

» Daytime running light

» LED indicators

» Adjustable ergonomics

» Adjustable windshield height

» Ultra-stable offroad spoked wheels

» Immobiliser

» Aluminium handlebar, ball-burnished and tapered

» Luggage rack and case brackets

» Servo fan

» Handguards

ERGONOMICS

Not only are the top-notch ergonomics of the new 1190 Adventure suitable for all riding situations from comfortable outings - alone or two-up - to lively acceleration on asphalt and furious offroad shredding - whatever the surface or location; The ergonomics can also be adjusted in many ways to suit individualists and riders of any stature:

» Two handlebar clamping positions: horizontal +/- 10 mm

» Two rider seat heights 860 mm + 15 mm

» Two footrest positions: diagonal 10 mm high and back

» Plus hand levers with 5 reach settings

VERSATILE AND ERGONOMIC

The KTM 1190 Adventure sets standards for the whole travel segment: 150 hp with a weight of only 230 kg fully tanked combine to produce a power-to-weight ratio previously unheard of in this class and therefore delivering unrivalled ride dynamics. At the same time, the powerful, economical and cultivated engine enables either particularly relaxed and comfortable riding or, if required, super-sporty propulsion – with every conceivable level in between. The chassis combines lightness with outstanding geometry and fantastic suspension, which, together with completely new tyres for the travel enduro class, allow undreamed of riding pleasure in all conditions and whatever speed you desire, from very relaxed to very, very fast.

FIELDS OF USE

The field of use of the 1190 Adventure extends smoothly from pleasurable touring comfort to uncompromising acceleration. This extremely wide application range is made possible not least by the first ever deployment of a ground-breaking electronics package. What's particularly impressive is that the bike's different characters lead to virtually no perceptible compromises. So those who use the Adventure for relaxed locomotion don't feel any of the sportiness at their disposal (for example, due to sharp responsiveness or a taut chassis set-up). Those who ride more sportily don't have to put up with a rocking horse. The many riding modes naturally support the user's tastes as well. Whether it be alpine pass or coastal road, motorway or bone-shaking track, winding curves or urban jungle, the 1190 Adventure is the ultimate travel enduro for adventures on all the world's roads.

ADJUSTABLE WINDSHIELD

The height of the windshield can be varied individually as desired or to suit the rider's stature in next to no time with the easily operated champing mechanism (+25 mm).

SEAT

The height of the rider part of the two-piece seat can be adjusted by 15 mm. Thanks to its state-of-the-art 3D foam padding, it also provides more comfort over longer periods and a better feeling for what's happening at the wheels than a softer seat cushion - an orthopaedic benefit from tourers for tourers, from sportsmen for sportsmen.

RIDE-BY-WIRE

The guarantee for smooth throttle response, not just no throttle control cable: The 1190 Adventure's ride-by-wire system ensures perfect application of the readily available and plentiful torque. It also electronically translates the throttle commands of the rider into throttle valve positions perfectly suited to the riding conditions. The DBW system is fully compliant with the strict DIN 26262 safety standard from the automobile sector.

SLIPPER CLUTCH

Not only does the new slipper clutch open when the engine back-torque becomes too high, it also closes when you open up the throttle. The former prevents annoying rear wheel chatter when braking sharply or decelerating; the latter reduces the hand force required for changing gear, hence allowing the clutch to be controlled with the little finger - which saves energy when riding.

DLC COATING

DLC (Diamond-Like Carbon) stands for an extremely hard, durable and tribologically (i.e. in terms of sliding behaviour) particularly well-suited coating, that KTM uses in many engine parts (cam followers, piston pins, etc.).

ENGINE

The advanced V2 engine with 1195 cc displacement supplies everything that a top-class travel enduro could ever need: powerful acceleration for offroad use, a powerful punch for tours fully loaded and 150 hp peak power when the chips are down. Fully developed after five years in a superbike, not only does the extremely light, high-performance, four-valve engine consume considerably less fuel than its predecessor, it also extends the service intervals of the 1190 Adventure to a wallet-friendly 15,000 km.

The most advanced technology helped in adapting the superbike twin to use in the Adventure:

» Twin ignition sinks both consumption and emissions and ensures smooth running and superior power from the very bottom up.

» Ride-by-wire ensures perfect application of the readily available and plentiful torque.

» MTC (Motorcycle Traction Control) guarantees sporty yet completely controllable propulsion on every surface and in all situations.

» The new slipper clutch prevents rear wheel chatter and reduces the hand force required for shifting gear.

PISTONS

The forged piston structure borrowed from Formula 1 results in a high loading capacity, despite an extremely short and lightweight design. In this way, the reciprocating weight can be minimised and the responsiveness and free-revving nature of the engine maximised. New since 2013: all piston skirts have a state-of-the-art, hard-anodised finish. Not only is this particularly hard-wearing, it also minimises friction.

CRANKSHAFT

The smooth shape of the crank webs results in low-loss running of the crank drive; the modified weight distribution of the crankshaft and alternator rotor improve the ride quality. Together they optimise the load change behaviour of the engine.

TWIN IGNITION

The twin plug ignition system controls the two differently sized spark plugs in each cylinder head independently of each other in such a way that more efficient combustion and a smoother, optimally controlled combustion sequence are achieved at all times. The result: even more and even better controlled power, lower fuel consumption, and less emissions.

CYLINDER HEADS

The main reasons for the outstanding performance of the V-twin with its 75° cylinder angle are the state-of-the-art four-valve cylinder heads with twin plug ignition, flow-optimised ducts and cam follower drive via DLC-coated cam followers, each with two overhead camshafts.

COCKPIT

State-of-the-art instrument cluster from automotive supplier VDO: central permanent LCD for displaying all riding conditions (plus speedo and rev counter with adjustable gearshift light), another LCD on the left for displaying the adjustable features:

» Favourites page

» MSC ride modes

» Riding conditions page for additional info, e.g. outside/oil temperature, on-board voltage, various trips, average speed, average and current fuel consumption, range, distance to next service

MODE SWITCH

Different modes for the various assistance systems can be selected using a mode switch on the left side of the handlebar. It's very simple and intuitive: "up" and "down" through the menu selection, select the desired menu item with the left button, confirm it with the right, job done!
 

TYRES

New standards demand new tools: The 1190 Adventure is the first ever travel enduro to roll on state-of-the-art, extremely grippy and durable tyres sized at 120/70 ZR 19 and 170/60 ZR 17.

CHASSIS

With its ultra-lightweight yet extremely stable tubular space frame, the high strength, die-cast, open-lattice swingarm and high quality suspension components from WP Suspension, the KTM 1190 Adventure meets all requirements for stability and controllability. Spoked wheels - tubeless, 19-inch up front; 17-inch at the rear - fat tyres and employment of appropriate suspension travel optimise its talents on the asphalt. Unrivalled braking from world market leader Brembo and assistance systems (MSC with MTC and lean-sensitive C-ABS), developed in close collaboration with Bosch, round off the package and help the 1190 Adventure into a clear lead straight from the start in terms of ride dynamics and safety. Top-quality components from high-class suppliers are assembled to create the 1190 Adventure's chassis. They combine the pure riding pleasure typical for KTM with the best possible feedback and maximum safety.

MTC (MOTORCYCLE TRACTION CONTROL)

As an integral part of the MSC package, MTC (Motorcycle Traction Control) also regulates subject to the angle of lean. It guarantees sporty yet completely controllable propulsion on all surfaces. Its intervention is indicated with a flashing LED in the VDO multi-function display. Depending on the engine mode selected by the rider, MTC permits differing levels of rear-wheel slip. Overall, MTC therefore offers four different characters (plus OFF), selected using the multifunctional switch on the left handlebar grip. Developed in close collaboration with Bosch, it reacts in a matter of milliseconds if the rear wheel begins to rotate too rapidly for the riding conditions. It also makes use of the quick intervention time of the ride-by-wire system to reduce propulsion to a safe level, subject to the angle of lean. Depending on the MTC mode, the EMS (Engine Management System) also makes available a suitable level of power – for example, "only" 100 instead of 150 hp in rain mode.

Four different MTC modes are activated by changing the engine modes:

» Sport: Something for the courageous to try: Allows a respectable and perceptible amount of slippage - drift-feeling all-inclusive!

» Street: Smooth control for comfortable, undisturbed riding with full engine power.

» Rain: Early intervention and minimum slippage in the wet, with engine power reduced to a maximum of 100 hp.

» Offroad: Up to 100 per cent slippage - i.e. double wheel speed - for ambitious offroad use. Have a go at controlled offroad drifts, with engine power reduced to a maximum of 100 hp.

» Off: Those who know better than the MTC can enjoy maximum propulsion at all times, completely to their individual tastes, without electronic assistance.

STEERING DAMPER

With so much propulsive power, the front wheel can become very light, which can quickly lead to unpleasant kick-back on uneven roads or following a slight stimulus at the handlebar. The KTM 1190 Adventure prevents this safely with a reliable and sensitive WP steering damper.

TPMS (TYRE PRESSURE MONITORING SYSTEM)

As its name implies, the optional TPMS monitors tyre pressure (visible in the display) and warns the rider in the event of pressure loss, for example due to tyre damage.

MTC WITH C-ABS (COMBINED ABS) AND OFFROAD MODE

The ultimate in safe deceleration: One component of the comprehensive Bosch MSC assistance package is the world's first lean-sensitive cornering ABS. Based on the high-quality 9ME modulator, it unites the talents of combined braking and lightning-quick, efficient pressure modulation with the high quality Brembo hardware to make the most advanced braking system on the market - no-one brakes more progressively or safely.

Benefits and properties of MTC-ABS:

» Safest and most effective deceleration on the market - even at extreme angles (optional)

» Extremely short braking distances

» When the front brake lever is actuated, the rear brake is always applied purposefully in parallel in order to optimise ride stability when braking

» If required, not only can it be switched off, but also placed in offroad mode

» Complex computation algorithms contribute to the prevention of endos

Offroad mode:

Offroad mode allows the rider to block the rear wheel as and when required - a prerequisite for committed offroad riding and deliberately executed slides. The ABS function remains active on the front wheel, even in offroad mode.

MD Review

Gabe Ets-Hokin: 44 years old (feels 4.4), Shirt Size: Extra Medium, Favorite Von Trapp: Georg

Sixteen thousand, five hundred dollars is big money for…well, anything, if you’re me. But some things are just expensive. There are no free lunches, or, in this case, even half-price lunches. But that $16,499 may actually seem cheap if you believe it takes the place of two or three motorcycles, saving you money on insurance, maintenance, registration, garage space, and the mental anguish that’s inevitable if your garage is packed with European exotica.

Yes, the 1190 Adventure is three, three, three bikes in one. Or more. Check it out: it’s got a 150-horsepower V-Twin from KTM’s RC8 superbike, and it has radial tires and super-duper brakes, so it’s an open-class sportbike, right? But wait, there’s more: it also has a very good adjustable windscreen, built-in hardbag mounts and a big 6-gallon tank, so it must be a sport-tourer, no? But hey! It’s got long-travel suspension, off-road styling and a 19-inch front wheel, so it’s an off-roader too, no? Now how much would you pay?

Okay, maybe it’s just two bikes in one—it does weigh in at 520 pounds gassed up, so it’s probably not as much fun offroad as a smaller machine (see sidebar), but it is an outstanding sport-touring and backroads fun-bike. In fact, reading online and print reviews of this thing makes me think KTM’s PR department is paying off magazine editors by the carloads—the fawning over the bike is a little embarrassing, guys.

But it is a very good motorcycle. What makes it so good? Maybe it’s that delicious motor, which lesser publications have measured at almost 130 hp and 80-plus ft.-lbs. of torque. It’s sort of lumpy and mildly buzzy, like a well-balanced Single, fitting KTM’s character. It’s also fluidly responsive in most gears and has that American V-8 do-no-wrong character. I also liked the slipper clutch, which made gear changes so easy it was like somebody else was shifting. The other guys played with different riding modes, but I just left it in Sport—it’s the most fun. But even in ‘Rain’ mode, where it’s limited to 100 hp, it’s still plenty fast for most street-legal applications.

Or is it the suspension and brakes that make it so good? Well, the suspenders are really excellent, as I’ve expected from a company that isn’t lying when it claims “Ready to Race” and also owns its own suspension company. Not only is that electronically adjustable shock and fork plush, controlled and responsive, it’s really easy to figure out how to use, even when you’re moving and can’t access the owner’s manual, which is the thickness of a James Clavell novel. The radial-mount brakes are great—powerful but not oversensitive—and the ABS is smooth and transparent.

So is it the comfort, convenience and safety features that make the 1190 so memorable? They are manifold. The trip computer is info-packed (and programmable so your favorite info all appears on the same screen), giving you an optimistic range-to-empty estimate as well as outside temp, time, date, average speed and a bunch of other stuff I didn’t have time to fiddle with. There’s also an adjustable seat, handguards, tire-pressure monitor, centerstand, tubeless spoked wheels, traction control and on the 2014 USA version, magical-seeming bank-angle-sensitive ABS software that I should have reminded Surj didn’t exist on the 2013 Euro model we tested, but which he swears up and down he noticed anyway. Oh, and you get all that stuff at the base price, without having to figure out which $2500 “package” you have to explain to your spouse you need after already spending enough money to remodel three kitchens. It’s such a solid deal I feel guilty complaining about the lack of heated grips but seriously, where are the heated grips? (answer—they are optional)

Anyway, you probably are catching my tiresomely belabored point—the KTM is good not because it’s the fastest ADV—the Ducati Multistrada is—or the best looking, or best off-road. It’s a remarkably refined, developed and user-friendly product, the best I’ve experienced from umlaut-land. Good job KTM.

Gabe Ets-Hokin is the Editor of City Bike Magazine, and a frequent freelance contributor to MotorcycleDaily.com.

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Surj Gish: 40 years old, shirt size: Muy Grande, Favorite Von Trapp: Selena (obscure lesser-known one, but I was totally into her before anybody)

It took me a couple days to really fall in love with the KTM 1190 Adventure—surprising because all I’d been hearing about this bike was how it was mind-blowingly awesome and the best all-rounder ever. Ever. All-rounders are my thing, so I was a little confused that I didn’t lose my mind over it immediately.

I picked up the bike from Gabe, along with a warning: “Be careful, you’re going to want one!” I rode it back to my house, thinking how it seemed like a perfectly good bike, but a little underwhelming considering it puts out 150 horsepower. The sound of the stock exhaust is also not very exciting; in fact, my wife said, “It doesn’t sound like anything.” Hmph.

Back in the garage, I spent some time getting to know the bike and realized it was in “street” mode, which mellows out the power delivery some. I went through the menus, put it in “sport” mode, with ABS and traction control on, and set the electronically controlled suspension to “one dude and a suitcase,” which I figured was about equal to me and the junk in my trunk—easy peasy. I’ve since heard a few complaints about the menus being “hard to navigate,” but let me say this: anyone who has a hard time with these menus probably shouldn’t be riding a motorcycle, or even using a fork and spoon at the same time.

In the morning, I rode into San Francisco via the Bay Bridge, my default real-world test: some lane splitting, some freeway, some funky surfaces along the way. The bike was again flawless, but no angels came out of the sky to proclaim, “Glory unto the KTM, for it is the greatest bike of all time!” I did notice that I was catching myself at what some (the fuzz) might call unnecessarily high speeds a little more quickly than usual. I also really liked the adjustable windscreen, which although not particularly big, did an excellent job of smoothing out the airflow and eliminating buffeting.

I know you’re probably thinking, “What’s wrong with this jerk? He’s so bored with this incredible motorcycle!” I’m with you! I was starting to wonder if there was something was wrong with me, so I called up one of my buddies and informed him that we needed to head out for the day so I could really ride the 1190. We rode for a while, and when we stopped, I confused us both by talking in circles about how I kept waiting for the bike to do something amazing to blow my mind with buckets of awesomeness, but it kept just being totally transparent and eminently rideable. What the hell—shouldn’t 150 horsepower of V-Twin feel more like fire-breathing madness than surgical precision? Where are the uncontrollable power wheelies and constantly smoking rear tire?

After a bit more yapping from me, we hit the road again and all the sudden, the big KTM and I clicked. Here’s how: I kept catching myself whacking the throttle open while exiting corners in an idiotic attempt to find the insane acceleration that I just knew must be hiding in there somewhere. So I put it in “rain” mode. Yep—I detuned it.

This adjustment allowed me to smooth out and find the sweet spot for cornering, and suddenly, I left my buddy behind. Not just a little ways back—I completely lost him. In an instant, the KTM was straight-up glorious. Even better: now that I had made a love connection with the bike, I pulled over, switched it back to sport mode and tore off, fully engaged with the machine and practically giggling inside my helmet.

Here’s what it comes down to: the 1190’s fueling and power delivery are so buttery smooth that it sometimes doesn’t even feel like it’s doing much, when in fact it’s really moving. Maybe that’s why it took me so long to realize how great it is. The electronics are incredibly refined—I rode it on some messy, gravel strewn goat trails and couldn’t get it to miss a beat.

I know it’s easy to dismiss breathless proclamations of “game changer!” and “best ever” because so often, such bikes just aren’t anything other than another competent bike. But this is different. KTM calls the 1190 “the world’s safest motorcycle” which sounds boring and lame, but not only is it safe, it’s also a hell of a good time to ride. Since it’s an adventure tourer, it’s also ready to roll out pretty much anywhere tomorrow morning, whether you’re headed to the office or to Alaska. It really is the perfect all-rounder.

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Alan Lapp: 50 years old (feels 80), Shirt size: XXL, Favorite Von Trapp: Rupert

When Gabe dropped off the big orange KTM 1190 Adventure, my excitement was palpable. I am one of the KTM faithful: I own an ’08 690 Enduro and an ’06 300XCW. I have wanted a 950 Adventure since they came out in 2003. However, a career in graphic design is a sentence of monkish privation for most, so I have never owned one. For long rides, I also have a V-Strom1000.

It’s important to mention the big Suzuki, because the big KTM is everything I wish the Suzuki could be. Powerful? Check. Quality, long-travel suspension? Check. Really strong brakes? Check. Comfy for long rides? Check. Luggage available? Check.

In short, the 1190 is awesome. The riding posture felt immediately familiar and comfortable. The bike is much slimmer between your knees than the V-Strom, and despite weighing 40 pounds more, the KTM feels significantly lighter, presumably due to a lower center of gravity. I was so surprised by the weight that I had to verify it from multiple sources: I simply didn’t believe it possible (not sure the 40 pound figure is correct as manufacturer claims are confusing … dry weight might be similar between the two – ed.).

On the road, the manually adjustable windscreen and comfy seat work well, inviting extended highway miles. The motor is velvety smooth, and extraordinarily civilized. It’s got the most obsequious electronics package of any I’ve ridden. Like the best servants on Downton Abbey, it operates unseen in the background with a gentle guiding hand towards the gentlemanly path for the best possible outcome. In fact, during the first 20 miles with the bike, I wondered if it had traction control at all. Twist the throttle to the stop, and it blasts forward with no drama whatsoever. You will only notice it when you deliberately try to misbehave.

Whether this skillful intervention is desirable or not is a question of your mission as a rider. If I had this technology in the early ’90s when I was roadracing, and the ability to maintain traction at nearly all times, I would have ruled my class! Heck, even if I had just the confidence-inspiring ride quality available from the on-the-fly electronically adjustable damping, I’d have kicked ass. The range of adjustment is amazing: touring plush to sportbike taut at the click of a button.

However, as a scofflaw citizen, I also like to do other stuff—wheelies and stoppies and spinning up the rear coming out of corners. Not because it’s fast—but because it’s fun. The electronics isolate the rider from these fun things, which should be trivially easy to do on a bike with 148 hp.

As bikes become more and more complex, I’d like to suggest to manufacturers everywhere that test bikes should really come with a written “quick-start guide” to bring testers up to speed on tinkering with the electronics.

I did grasp the menu structure (it reminds me of my camera, actually). I could change a number of settings to cause the bike to trust my riding skills more, but sadly, there is no “OFF” for the traction control. Irritatingly, none of the settings remain changed after you cycle the power with the key. If I pay more than $16,000 for a bike, is it too much to ask for it to remember how I like to ride? If my 690 is any indication, you’ll have to look to the aftermarket for this service.

I understand that manufacturers are, by nature, conservative. I also perceive that we consumers have put them in a bind: we vocally desire, and vote with our wallets for faster, more capable machines. However, just because we can purchase a ridiculously fast bike doesn’t mean that everyone who can afford one is actually skilled enough to operate it. So manufacturers put in these nanny devices, which, in liberal fashion, protect us from ourselves. This is the irony: the 1190 is so very capable, but we are so very protected from using it to its full potential.

Bob Stokstad: three score and 13. Shirt size: 17.5″ collar, 37″ sleeve, “tall” size (i.e., long waist). Favorite Von Trapp singer: Julie Andrews (heartthrob)

On photo shoots, I’m often asked if I’d like to try out the bike we’re photographing. “Nah, thanks anyways” is my regular response. I wouldn’t want to risk scratching an expensive piece of hardware.

With the KTM 1190 Adventure it was different. The predecessor of this model was one of the bikes I looked at ten years ago when I ultimately decided on a Triumph Tiger. It was time to take the risk and take this bike for a ride.

This ride was really quick, in the sense of short: down Redwood Road beginning at Skyline, all the way to the golf course and back. It’s a wonderful, curvy trip on a bike, so good that many years ago the police posted the best parts at 25 mph.

The KTM was ergonomically perfectly suited for me, very close in set up to my Tiger. So I was comfortable from the start. Because the suspension had been set on “comfy” it felt a little slushy in curves where the suspension was compressed. Just as with my own bike, I kept pointing my toes up because it felt like they were about to scrape on the asphalt.

Vibration: there’s a big difference between a Big Twin and the triple-powered Tiger. But it wasn’t an unpleasant difference. The KTM just tells you that you’re sitting on top of two very big pistons.

Handling: it’s confidence inspiring. In spite of the soft suspension setting, the KTM hugged the road and begged me to go faster. I was able to control myself, though with difficulty.

Power, torque, and acceleration: I couldn’t believe it! Twisting the throttle even a little produces a pull that shows these1195cc have been tuned for performance. Turning around at the golf course and starting back on that straight section I lost control (self-control, that is) and yanked the throttle open in first gear, upshifting whenever a red light flashed on the instrument panel. The big KTM took off like a scalded cat. I don’t know what gear I was in when I backed off, but the old juices were flowing like they hadn’t in a long time.

Of course, it’s not just horsepower or torque that determines acceleration – weight matters. The 1190 Adventure’s specs are 148 horsepower and 466 pounds (dry!—ed.). Perhaps 148 horsepower is enough that you don’t need to know anything else. But read on.

The KTM with a full tank of gas weighs about 520 lbs. Put me on it and that 148 horsepower is pulling 740 lbs.

My wife’s Prius, a small car known for good gas mileage, rather than excitement when the light turns green, weighs 3325 pounds with a full tank and me behind the wheel.

Do the math. To get the same high from her Prius as I got from the KTM 1190 Adventure, I’ve got to put 665 horsepower under the hood! I can’t guess what that alteration would cost. And who in their right mind would ever do it? But I can have the KTM fun machine for (only) $16,499.

My Tiger is almost 10 years old. So far, I’ve bought a new bike every 10 years whether I needed one or not. The fourth one could well be a KTM Adventure and I’d love to write an article explaining why.

Huge thanks to Tom and everybody else at Moore and Sons Motorcycles in Santa Cruz

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