cruise control ktm 890 adventure

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hello all, I just bought a new 890 adventure R and i rode it for the first time today but i never been able to activate the cruise control (the switch was already installed on the left switch block when i bought and the "salesman" told me Yes!! You have the cruise...). As the dealer is closed for the weekend, could you help me ? Thanks  

Did you push the cruise control button to the left? You have to each time you restart the bike. Rode my today in the wind, set at 75 per gps. It varied and mile or two, maybe due to gusty winds.  

The cruise control switchgear is on all the 890's but you have to pay the dealer to activate it as an optional extra. Welcome to the world of KTM marketing.!  

yep, it is optional @KTM Joe , along with the other electrical goodies. At least you don't have to buy the switch gear on the 890.  

Yes, but it was supposed to work as my salesman said 🤷‍♂️ Thanks  

Is the 890 CC identical to the 790? I was wondering if KTM adjusted anything so the system doesn’t deactivate as easily when hitting a big bump. I assume the same 30-160 km/h (18-98 mph) range  

I had the same issue with my 890 Rally R, should have been activated by my dealer (Malcolm Smith Motorsports), but they didn't. Had a bunch of issues with it from new including oil leaks, fuel valve, cruise control etc.. They picked the bike up after 3 weeks of ownership and kept it for a month to fix the oil leak (parts shortage at KTM). They admitted they forgot to enable the cruise control during pre delivery setup, when I got it back it was fully working. Now the last issue is a flat spot at 4,000 rpm for the first 30 minutes. Hope to get it fixed at the 500m service.  

I hear now with the 2023 model, KTM lets you demo all the electronics for the first 1500 miles, then they turn it off and make you pay extra to turn them back on. I already know I will want QS, CC, and Rally mode on my next KTM; like Bluetooth in the helmet, now I have to have it.  

I have a deposit on a 2023 890 ADV R. Seems to me that if all the technology is on the bike they should activate it all. I want it all activated anyway and would have paid for all the options so not a big deal for me. However, if i didn't want a portion of it, it would bother me that it is on the bike and just not "activated." I don't like the direction this is going but it didn't stop me from purchasing. I guess that is what KTM is counting on.  

Seems a lot of manufacturers are going to this business model of pay-as-you-go, and its annoying. Luckily, they haven't adopted the full-blown option of it and you pay for what you want but its just a one-time fee. BMW is now charging "monthly fees" for heated seats/steering options in their vehicles, and Chevy has now gone to the OnStar as a required monthly "option" when you buy a new vehicle, that is, OnStar is on the invoice and you cannot opt out of it. Others are following suit too, and KTM seems to be getting onboard with it also. Sign of the times, my friend....  

I could possibly accept monthly fees on a vehicle I was leasing, but no way do I want to pay a monthly fee for cruise control or a Quickshifter. A monthly fee for On Star, Wi-F, or Satellite Radio is different since they are services. My new Ram truck came with this stuff for free during a trial period, but I don’t need to pay if I don’t want this stuff once they time out. My heated seats, cruise control, and all the other hardware/software that came with the truck are mine, they were in the purchase price. I will NEVER buy a motorcycle that has a monthly fee for anything.  

Agreed, Don! I was just pointing out how manufacturers are starting to not give things away for free any more, and this whole pay for items that are already installed to work seems to be just a bit like a slap in the face when its already there and nothing needs to be done to use it other than the dealership "flipping a switch" for a price.  

Sorry to continue the off topic - I was talking to a BMW guy and he was saying the reason they have is a future of no one owns a vehicle they are all subscription based and you just book a car for when you want it. Now this makes a lot more sense in places like New York etc I am not saying this is a blanket prediction for the future. many other manufacturers have tried the subscription thing recently and they are just testing the waters until it brome’s the new norm and people accept it and start paying. TheTech Pack on KTM I see as like buying a differ t model of car - Heaps of car manufacturers have the same car in different spec and you choose to pay the premium for the features you want. Same deal here -heaps of people complain that tech is too intrusive now and it’s not like when “I Used to Ride” - So realistically some one could save $2000 and not turn it on -Or they put the price up $2000 and it’s included. Overall it is just a way of getting to accept to pay more.  

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2023 KTM 890 Adventure Review - First Ride

You don't need an R to get down in the dirt

Portugal is a great place to visit for a number of reasons, but it’s particularly accommodating for those who do it in the dirt. Compared to the rest of Europe, Portugal’s tolerance of off-road motorcycle riding knows nearly no bounds. It’s an excellent place for dual-sport and adventure motorcycles. Serpentine paved roads connect dozens of dirt paths just waiting to be explored – and I was fortunate enough to do just that on the 2023 KTM 890 Adventure.

2023 KTM 890 Adventure

Editor Score: 89.5%

• Class-leading rider aids
• Powerful Parallel-Twin
• Low seat height
• The transmission can be hit or miss (at least on this pre-production version)
• Even in it’s smoother throttle maps, the engine still feels Ready to Race
• Pay to play features

The last time I rode KTM’s base model middleweight adventure bike was during the 790 Adventure/R introduction in Morocco . We spent half of a day on the 790 Adventure on mostly sand strewn two-lane highways with a little time off the side of the road in sandy, flat terrain. I wasn’t terribly impressed with the Apex suspension, but didn’t have time to try much adjustment either. KTM, of course, saved all the fun for the following day with the R model. To this day, that was one of the most fun and challenging press rides that I’ve attended; a great test of the motorcycle.

Perhaps that’s why, this time around, KTM decided to have a press ride solely focused on the 890 Adventure – without the R hogging all the fun. The two models are essentially the same for 2023 with the suspension, tires, and seat being the major differences. So, like before, there’s still a good argument to be made for considering the 890 Adventure.

New for 2023

As alluded to above, this is a revision year for the 890 Adventure platform. Redesigned bodywork, refined suspension settings, a seat with 10mm more foam, some electronic tweaks, and Pirelli Rally STRs pretty much round out what’s new for 2023. We still don’t have pricing, but in 2022 there was a $1,200 price difference between the base ($13,399) and R ($14,599) models.

While those changes might not sound like much, it does show that KTM has listened to customer feedback and implemented solutions to pain points (literally in the case of that seat).

Making gains

Hopping on the 2023 890 Adventure is like meeting up with that friend that you haven’t talked to in ages, but can easily pick right back up where you left off. We’ve spent plenty of time together over the years, and the latest iteration of the machine is familiar, but the best yet.

The LC8c (liquid-cooled, eight-valve compact) 889cc engine is as good as ever. Former editor Tom Roderick once described the 790’s engine as “one of the best parallel-twin engines I’ve ever had the pleasure riding,” and the latest LC8c is even better. The motor still feels frenetic and eager to spin up but manages to also make traction impressively well (even without TC). When we last dyno’d the 889cc Twin, it spat 91.5 horses and 64 lb-ft of torque to the rear wheel. The engine is smooth with mid-range punch that pulls hard toward redline, goading you into liberal use of the throttle. Most of the time the transmission shifts smoothly, though using the quickshifter still felt slightly notchy. Toward the end of our ride I had an issue shifting from first to second, where it would get hung up in neutral. The bikes we rode were pre-production machines, so hopefully that gets ironed out before full production.

The big middleweight is still an excellent dance partner, too, thanks to its low-slung fuel tank and taut chassis. The 43mm Apex suspension takes the place of the R’s XPLOR stuff, but you still get eight inches of travel at either end and full adjustability. Without riding the 2023 bikes back-to-back it’s hard to say, but with my previous experience, I’d personally still pop for the R for the extra travel and more refined damping.

We spent 50% of our time in Portugal off-road traversing everything from short stretches of deep sand to wet hard packed trails and some slippery mud. The only time I found myself wanting for more clearance during our ride was when I accidentally struck a boulder hidden in the shadows of the early morning light. The hit was hard enough that it launched both of my feet straight up a few inches off of the footpegs. On the road, there was some slight fork dive, but nothing that kept us from railing the 890 Adventure through open sweepers and hairpin corners – the 21/18 wheel combo also won’t stop you from having fun in the twisties. Plus, you’ll be thankful for it off-road.

The brakes are also plenty strong enough on-road or off. Even with more adv-focused rubber, the bike is easily anchored down with good feel at either lever. The Pirellis Rally STRs are some of my favorite 50/50 tires. They provide surprisingly good traction on the tarmac, aren’t bad off-road, and they last much longer than other popular adventure tires. I was happy to see these new shoes on the 890.

During our longer stints on the road, the redesigned windshield and bodywork did an excellent job of reducing windblast from the knees up. I used an off-road helmet for this ride, which always has the possibility of being really annoying at highway speeds. Thanks to the new windshield and its anti-buffeting void, I never had an issue with the wind catching the helmet visor. KTM mentioned that the new aluminum bracing behind the front end is more robust, as well. The new bodywork also adds a more finished look to the bike from the side, which some folks seem to have really had a problem with previously.

In addition to the wind protection, my favorite update KTM made to the 890 Adventure line was tying the ABS settings to the off-road ride modes. Previously, switching to Off-road or Rally mode had no effect on the ABS setting, which meant you had to also go into a separate menu to switch to off-road ABS (less intervention on the front wheel, off at the rear wheel). Now, off-road ABS is activated simultaneously when Off-road or Rally mode is selected (you can still switch between ABS options independently, if you prefer).

I left the bike in Rally mode with the Street throttle response for most of our ride, as we were transitioning from pavement to dirt fairly often. The only time I stopped to turn off TC was before the deep sand sections. It was easier for me to just dial the traction control up or down with the left switch gear depending on the terrain.

Of course we can’t forget the most controversial topic of the 2023 KTM 890 Adventure platform: demo mode. KTM is now giving new owners 932 miles (1500 km) to test the Quickshifter+, Cruise Control, Rally mode, and Motor Slip Regulation. Once owners have passed this mileage, the feature will be disabled the next time the owner shuts off their motorcycle. When asked why they added this feature now, KTM reps responded that they wanted to give owners the chance to test everything so they could better choose which features they would like over time.

It seems KTM has no trouble selling the R models out of its dealerships here in SoCal, but the base model can be found sitting here and there. It’s a tough proposition. For only $1200 more (in 2022 at least), the upgrade in suspension makes a lot of sense for riders looking for the ultimate off-road middleweight adventure bike. The Adventures have pretty well cemented themselves at that end of the segment’s spectrum. That said, I’m sure there are plenty of R models out there parked next to big, black, lifted pickup trucks adorned with farkles that only ever see the mean streets of the OC.

If your ego will let you, and you’re not looking to really hammer your adventure machine off-road, would like to be able to touch the ground easier, and have a penchant for seductive Twins, there’s a good chance the 890 Adventure could be just the bike for you.

Helmet: Alpinestars Supertech M8

• Goggles: 100% Racecraft (discontinued)
• Jacket: Alpinestars AMT-10 Lab Drystar XF
• Pants: Alpinestars AMT-10 Drystar XF
• Gloves: Alpinestars AMT-10 Air HDry

Boots: Alpinestars Tech 7

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Ryan’s time in the motorcycle industry has revolved around sales and marketing prior to landing a gig at Motorcycle.com. An avid motorcyclist, interested in all shapes, sizes, and colors of motorized two-wheeled vehicles, Ryan brings a young, passionate enthusiasm to the digital pages of MO.

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WHAT I LEARNED AFTER 6 MONTHS WITH THE KTM 890 ADVENTURE

As it is hard to really grasp what a book is about by looking at its cover, it also takes time and effort to discover what truly lies behind that facade of plastic and metal when you first see the KTM 890 ADVENTURE. After using the bike daily and clocking almost 10,000km on it, I finally got to appreciate all the small details that make it one of the most technical motorcycles on the market.

By Paolo Cattaneo –  @paolocattaneophoto

When I first saw the KTM 890 ADVENTURE in the flesh at the home of KTM in Austria , I was immediately struck by its unorthodox lines. The protruding headlight and unconventional tank shape surely make it stand out from the others. Well, that was almost six months ago and since then I’m proud to say the odometer on the digital dashboard of my 890 ADVENTURE will be reaching the 10k mark soon.

What is interesting to understand for this bike, is that its unique design delivers incredible advantages while riding. Better aerodynamics and improved visibility are just few of the perks in having a narrow and aerodynamic front. During the last six months, there were quite a few moments when the benefits this design provides were pretty apparent.

One of these moments was when I had to cover 500 km in one day traveling from the north to the south of the Italian peninsula. On the highway, the bike is a true pleasure to ride, really smooth and stable even at high speed. The steering damper that comes as standard helps keep the bike steady and the tall windshield is effectively protecting me from a couple of tiny yet annoying rocks that might be shot from the car in front.

Fuel consumption on the KTM 890 ADVENTURE is great, especially on highways. With cruising speeds up to 120 km/h, you can get it to consume as low as 4.5 l for every 100 km, which allows for a fuel autonomy of way over 400 km.

Another thing you get to quickly appreciate is the user interface, which is simple and intuitive even for non tech savvy users. TFT display is bright and quite detailed, able to host “roadbook style” turn-by-turn GPS information, fed directly from your mobile phone. Several riding modes, Bluetooth connectivity, traction control, slip control and cornering ABS are just some of the brilliant technological advancements I like about this bike. There are several combinations to be made in terms of ride modes and it doesn’t take time to find the one that fits every riding condition the best.

While riding through the Amalfi Coast for instance, it was a great advantage to have the Cornering ABS and Rain modes enabled. Those narrow and winding coastal roads can get very slippery and dangerous when wet! Riding with the needed peace of mind was a huge plus. In cases like that, the electronics are there to let you enjoy the ride a lot more.

After all the time on its saddle, what impresses me the most about the KTM 890 ADVENTURE is its versatility. The new parallel twin engine is silent with very few vibrations, but really torquey when needed. The bike “purrs” in low to mid rpm and it’s quite easy to handle through traffic. It doesn’t irradiate heat and it has a wide steering range, ideal for making U-turns or sharp turns. The lower center of gravity gives the sensation of riding a much lighter bike, especially in the city. The throttle response is progressive and very intuitive.

During the past few months, I got to spend a few days riding in Athens, Greece, a city that is famed for its big traffic congestions. I remember getting stuck in some pretty tight spot in the Greek capital. The gentle throttle response and the great low to mid performance of the engine matched with the agile riding position deliver a pleasant cruising feeling even in these hectic urban conditions.

The KTM 890 ADVENTURE presents some features that belong to the travel segment but also some others that are purely associated with the offroad world. For instance, the Cruise Control unit comes preinstalled on the handlebar switch. A good touch that symbolizes the affinity to the travel segment, proper of much bigger touring bikes. A safety feature that comes embedded with the optional cruise control software is the fact that it cannot be engaged if the MTC is disabled. This prevents accidental rear wheel slippage while throttle management is regulated by the computer. Road stability is excellent, just like a 1200 cc motorcycle.

I never really had cruise control on the bikes I owned before. And trust me, it is great! It helps in adopting a more neutral and relaxed position while riding long stretches of highway. For instance, getting from the Dolomites mountains to Tuscany, was quite a trip in one day! A full day of sharp turns and mountain passes and then a 300 km liaison to Florence. I was pretty tired from the intense riding in the morning and I was glad I could rest my back and my arms while riding on a highway with the aid of cruise control. 

To enhance its offroad potential, the bike comes standard with wide pegs and brake pedal, and removable rubber vibration absorber; a detail that marks the connection with the off-road nature of this motorcycle. In the dusty roads, the bike behaves like a bigger enduro. Spending the last couple months based on the island of Crete, there are many spots to explore the bike’s offroad potential.

Somewhere in the mountains, there’s a plateau at around 2000m of altitude, called Pakhnes. The road to get there is an absolute adventure itself.  Sand, mud, landslides, rocks and snow are just some of the obstacles to overcome to reach the beautiful location. Riding the KTM 890 ADVENTURE up there was simply incredible. It felt like exploring for the first time a new planet.

The different riding modes deliver totally different experiences. The three standard ones are Rain, Offroad and Street. Rally is available after installing the RALLY PACK, which is highly recommended to obtain full access to the “beast”. Rally mode has three different throttle responses available for the rider to choose from: Offroad, Street and Rally. Like in a video game, it’s easy to understand that the different mapping configurations allow different levels of riding difficulty to be unlocked. Progression from one level to the other gives the user access to gain proper confidence with the machine and tune it accordingly to his/her own skills.

With several different modes to select from depending on the riding conditions, the Rally mode is where things get exciting. Riding up on those steep Greek mountains definitely requires all the traction and power available!

Last but not least, the KTM 890 ADVENTURE comes with some new Avon Trailrider V54 tires. The soft tire compound allows the motorcycle to be pushed to its limits in all tarmac situations. Ideal for mountain roads and even cold climates the tires performed excellently in all terrains I’ve covered in this past six months between Austria, Italy and Greece. They always gave me confidence in approaching turns and even riding down a rocky hill.

Overall, the KTM 890 ADVENTURE is a real pleasure to live with. Especially during these weird moments we’re going through, it is a tool to escape the limits of the cities and explore what lies at the end of the dusty roads. In my opinion, it features one of the smoothest, most torquey and powerful engines ever designed by KTM. Agile yet powerful, it is an easy bike to handle yet has all the performance features to transform every ride into an exciting experience you’ll remember for days, or even years…

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2021 KTM 890 Adventure R Guide

2021 KTM 890 Adventure R : ADVENTURE UNCHARTED.

Introducing the 2021 KTM 890 Adventure R…

If the best places are the toughest to reach, the KTM 890 ADVENTURE R is the right machine to take you there. Boasting a new engine with increased capacity and added performance, this is a serious travel-capable offroad motorcycle ready for extreme escapes off the beaten track. Using its vast race knowledge and experience, KTM delivers a real-world package aimed at the rider who wants to explore the outer limits of every adventure.

Featuring an updated engine, the KTM 890 ADVENTURE R will entice those that want to accumulate as many kilometers on the trail as they do on the asphalt. Producing 10 hp more power that its predecessor and 12Nm added torque, the new engine also features an impressive 20% more rotating masses, making it easier and smoother to ride in low rpm. The bike slants more towards the rigors of offroad thanks to the use of WP XPLOR suspension with greater options for personalization.

2021 KTM 890 Adventure R Totalmotorcycle.com Key Features

• New 889cc engine with an added 90cc of displacement
• Engine featuring 20% more rotating masses (Euro5)
• More power with 105 hp @ 8,000rpm
• Added torque with 100 Nm @ 6,500 rpm
• Reinforced clutch
• Improved ABS and Traction Control
• Reworked shifting for faster gear changes
• Updated Quickshifter+ (optional)
• New handlebar switch for Cruise Control function
• Chassis upgrades with aluminum steering head tube & lighter subframe
• Reworked front & rear brakes
• New suspension settings

2021 KTM 890 Adventure R Totalmotorcycle.com Features and Benefits

The KTM 620 ADVENTURE in 1997 was the model that started the Travel-Enduro story for KTM. Based on Enduro technology and inspired by Rally, the LC4 singlecylinder engine machine looked a close match for its Dakar Rally stage-winning stablemate. A competition-developed chassis loaded with high-end components provided pure offroad ability mixed with distance capability, thanks to a large fuel tank and reinforced subframe for fixing cases to carry much more than the essentials.

After just a year, a raft of changes saw the model become the KTM 640 ADVENTURE with a capacity rise from 609 cc to 625 cc and with the main visual difference being the removal of the twin, low-slung exhausts now rehomed neatly under the seat for better ground clearance. The model remained in production for 10 years, bowing out in 2007.

The next landmark moment for KTM’s ADVENTURE range was once again forged from the world’s toughest race. KTM’s first twin-cylinder engine – the powerhouse LC8 75-degree V-twin – propelled the KTM 950 RALLY to Dakar Rally success in 2002, with Fabrizio Meoni. The following year and using 75% of the same parts, the KTM 950 ADVENTURE and higher-seated KTM 950 ADVENTURE S were introduced for customers and Travel-Enduro was never the same.

2006 saw the introduction of the KTM 990 ADVENTURE with many revisions, including a capacity rise to 999cc along with fuel injection. Over its seven-year production run, ‘S’, ‘R’ and special edition ‘Dakar’ models were also offered with differing seat heights, components and power levels. The 990 was also the first KTM to feature ABS.

The arrival of the KTM 1190 ADVENTURE and KTM 1190 ADVENTURE R in 2013 heralded a new era of technology and versatility for KTM in the Travel-Enduro segment. Sophisticated electronics married to improved ergonomics and a radically more powerful LC8 engine introduced more riders than ever to KTM’s unique approach to adventure riding – on and offroad. Just a year later, included on these bikes was ‘Cornering ABS’ – the premier of such a system created a major milestone in motorcycle safety. Adventure went ‘Super’ in 2015 with the addition of the KTM 1290 SUPER ADVENTURE, later becoming the ‘T’ in 2017. This model boasted an incredible 160 hp from its bigger 1,301cc engine, a huge 30-liter tank and provided the debut of many new electronic rider aids, including cornering lights, cruise control, motor slip regulation (MSR), hill hold control (HHC), automatic indicator turn reset (ATIR) and semi-active suspension.

Joining the same year was the KTM 1050 ADVENTURE, providing 95 hp of pure, undiluted Travel-Enduro fun in a versatile and agile chassis. 2017 saw the introduction of four new models to the range, led by the KTM 1290 SUPER ADVENTURE S and KTM 1290 SUPER ADVENTURE R. These took the very best of KTM’s electronic developments, adding a TFT display, Quickshifter+, full LED headlight with integrated cornering function and the option of the KTM MY RIDE system – providing smart phone connectivity for call handling, music playing and turn-by-turn satellite navigation. The same year, offroad adventure riding went to new extremes with the arrival of the KTM 1090 ADVENTURE R – a bike that could carve its own path with the willingness of its rider. Joining them was the KTM 1090 ADVENTURE to satisfy more street-biased riders, offering a power output of 125 hp matched to sophisticated electronics and a capable chassis.

The creation of the compact LC8c 799cc parallel twin-cylinder engine offered KTM engineers a blank canvas to create an all-new chapter in KTM ADVENTURE history with the KTM 790 ADVENTURE in 2019. Now even more diversity has been added with the new KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE models.

KTM Adventure History 1997 KTM 620 ADVENTURE 1998 – 2007 KTM 640 ADVENTURE 2003 – 2006 KTM 950 ADVENTURE 2006 – 2012 KTM 990 ADVENTURE 2013 – 2016 KTM 1190 ADVENTURE model family 2015 – 2017 KTM 1290 SUPER ADVENTURE (becoming T in 2017) 2015 – 2016 KTM 1050 ADVENTURE (becoming T in 2017) 2017 – 2018 KTM 1090 ADVENTURE 2017 KTM 1290 ADVENTURE model family 2017 KTM 1090 ADVENTURE R 2019 KTM 790 ADVENTURE model family 2020 KTM 390 ADVENTURE 2021 KTM 890 Adventure R & KTM 890 ADVENTURE R

CONCEPT In 2019, the KTM 790 ADVENTURE model family repositioned the ‘bar’ in the midweight motorcycle market. The competition-derived bike was the definition of travel versatility. It offered performance, comfort, durability and exhilaration across a range of surfaces. No road was too long, no hill too dauting, no trip unachievable.

KTM were satisfied that all the sweat and theory poured into their testing and Rally racing would end up helping develop one of the most adaptable and efficient models in the entire product catalogue. The question then remained: aside from tweaks and modifications to keep the KTM 790 ADVENTURE range as a reference in the market sector how could the factory aim for something better?

The answer came with one word: ‘more’. Without compromising the established lithe handling and carefully considered ergonomics, the KTM 890 ADVENTURE line-up represents a significant boost.

The larger powerplant, reworked electronics, augmented suspension set-up and chassis alterations mean the KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R offer extra torque, power and poise. More muscle with less strain.

From the genesis of the KTM 890 ADVENTURE range comes a set of further refinements to suit the acute requirements of specific riders. The KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R are therefore created to meet particular demands.

KTM advocates the spirit of #GoAdventure while the #AdventureHarder is directly associated with the brand’s mid-class ADVENTURE models.. With the KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R the brand has the ideal tools to develop and fulfil its philosophy for any motorcyclist that seeks maximum potential and full possibilities from their ride. An appealing and distinctive look for 2021 only increases the desirability of the two new vibrant ADVENTURE models and the travel options now open to customers everywhere.

BIGGER ENGINE Bigger displacement, bigger output, bigger benefits. Different character. 889cc, and a 90cc increase over the KTM 790 ADVENTURE, brings a surge in torque, power and a sportier feel.

The KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R produce 77 kW or 105 hp at 8,000 rpm (compared to the KTM 790 ADVENTURE’s 70 kW and 95 hp) and 100 Nm of torque at 6,500 rpm (a rise of 12 Nm over the sister model). The figures are driven out by 90.7 mm of bore and 68.8 mm of stroke with compression hiked to 13,5.1. Other increases include 1 mm larger intake and exhaust valves and flow optimized ports for higher gas flow. Higher valve spring rates and oval steel springs are part of the unit that delivers 20% more rotating mass than the KTM 790 ADVENTURE but without impacting the overall agility of the bike. There are added advantages of the 4-stroke, twin, DOHC powerplant, such as a more stable engine character at constant speed (or at low and mid-throttle use) and more cornering stability due to the gyroscopic function of the internals. Last but not least the clutch has been adapted to the increased torque and power.

Venturing deeper into the engine other new elements can be found: – Forged box pistons with three rings and a shorter piston pin. Despite the larger bore, a 10 gr weight reduction has been possible. Two oil jets compared to one per piston helps with optimal cooling of the components. – Two new balancer shafts to accompany the larger scale of engine performance; one is located towards the front of the crankshaft and the other in the cylinder head. – A new v-shape conrod contributes to less oscillating mass and the top end bearing contains a bronze conrod instead of one that is DLC coated. – New horizontally split crankcases are made from a high pressure aluminum cast. The weight has been optimized through detailed attention to wall thickness, and the surfaces of the material in order to fabricate the most efficient design. Open deck cylinders have been fully integrated.

LARGER DISPLACEMENT Elsewhere the KTM 890 ADVENTUREs also have: – Two Dell’Orto 46mm throttle bodies fitted with new sensors for effective reading of the manifold pressures. Additionally, any interference between the cylinders at low or partial throttle opening has been eliminated by removal of the connection between the two intake tracts. A knock sensor on the cylinder head improves the robust nature of the engine for the KTM 890 ADVENTURE range. The sensor has been fitted to detect any ‘knocking combustions’ and is a well-thought addition for the Travel-Enduro segment when dealing with different quality of fuel from country to country. The sensor helps momentarily delay the ignition to combat knocking combustion and preserves engine life. – A Power Assist Slipper Clutch (PASC) is another key upgrade over the KTM 790 ADVENTURE. The system graces the new models’ engine performance by using new friction plates; freshly constructed for better durability and heat resistance. The architecture also guarantees sufficient oil separation, therefore making it easier to select neutral. The slipper clutch function controls rear wheel chatter while also making gear changes much easier and smoother to coincide with long hours in the saddle. – Lubrication. The new engine has been given a larger oil cooler as part of the semi-dry sump system. Reduction of friction losses is generated by actively pumping oil out of the crankcase, clutch housing and gearbox. – Transmission: Light spring actions, shorter shift lever travel and improved settings of the optional Quickshifter+ leads to quicker and easier gear changes. The updated gearbox has also been toughened with glass beading on the 4th, 5th and 6th gear cogs. Important advantages for travel include a low fuel consumption rate of 4.5l / 100km. The KTM 890 ADVENTURE range promises performance but delivers notable economy. Take the KTM 890 ADVENTURE R RALLY or the KTM 890 ADVENTURE R anywhere thanks to Euro 5 compliance for emissions, ensuring an environmentallyconscious 105 g / KM of CO2.

ELECTRONICS The two new models utilize a new generation of Cornering Motorcycle Traction Control. The main difference is the combination of the independent controllers – one for wheel slip and another for pitch angle – that informs a wider range of traction control settings. Pitch control can be felt in straight line acceleration with a more constant flow as the power reduction is less abrupt and severe. Cornering MTC is one of KTM’s finest provisions to the motorcycle market and is a high-end protective asset to select bikes in the KTM portfolio.

The new system for the two KTM 890 ADVENTURE models involves faster reaction to the same basic principle: if the rotational speed of the rear wheel is disproportionate to the situation of the motorcycle. In a matter of milliseconds the MTC software smoothly reduces engine output through intervention at the throttle valves. The amount of rear wheel traction slip then depends on the selected ride mode. Advanced riders can also deactivate traction control.

The KTM 890 ADVENTURE R RALLY comes with RALLY mode. This adjusts the degree of MTC intervention with up to 9 selectable slip levels. The range is designed to assist a spectrum of riders: from eager offroad beginners to accomplished travel explorers. The depth of RALLY mode selectivity means the KTM 890 ADVENTURE R RALLY is equally at home flowing across any rugged pass but can also be tweaked to enable delicate and skilled rider actions like front wheel lift on acceleration and rear wheel drifts. RALLY mode is an optional extra for the KTM 890 ADVENTURE R.

KTM has increased the precision and efficiency of its Cornering ABS software.

While the Offroad ABS has also had the same improvement and overhaul for 2021 and the two KTM 890 ADVENTUREs. The tweaks have enhanced braking power while minimizing the intrusion of the ABS. Offroad ABS means braking activation on the front wheel is reduced and the lean angle sensor is deactivated. Riders can then use the full locking potential of the rear wheel to steer the back end of the bike.

The KTM 890 ADVENTURE R now follows the KTM 890 ADVENTURE R RALLY with a handlebar menu switch button as standard to active Cruise Control.

For those riders who appreciate the convenience of this aid then the switch represents a benefit in terms of cost and installation.

CHASSIS & SUSPENSION KTM’s chassis engineering produced a ‘prize-winner’ in the case of the KTM 790 ADVENTURE. The advanced engine and electronics and high-end suspension were slung into a frame that accentuated a compact, balanced and low-centered motorcycle. It instantly conveyed stability and reassurance. It also provided the possibility of an even quicker and flexible dynamic that is sometimes necessary or desired for the dirt or gravel. KTM kept the bike slim and manageable with a low seat height but also with enough ground clearance and usability to allow it to be throttled anywhere and anyhow.

The KTM 890 ADVENTURE R and KTM 890 ADVENTURE R RALLY adopt this same chassis but with some notable differences: – A Travel-Enduro motorcycle can make a lot of demands of the subframe either because of a passenger or luggage. For the KTM 890 ADVENTUREs weight has been saved while not compromising strength or rigidity. This has been reached through lighter steel profiles of the trellis structure. – The steering stem of KTM 890 ADVENTURE R and KTM 890 ADVENTURE R RALLY have been re-forged from high-strength aluminum to save more weight. The triple clamps also boast this new material. – The KTM 890 ADVENTUREs carry improved brakes. A stronger piston spring in the front brake’s master cylinder means a better and more sensitive feeling and feedback on the lever and ‘slim seal’ technology for the piston seal provides more accuracy with the pressure point. For the rear brake system new isolated pistons in the caliper work with isolation plates between the pads and piston for more heat stability. This is a valuable workaround to ensure reliable and enduring braking performance when on a long descent or when there are more demands on the components. A stainless-steel rear brake hose fitting is another measure to keep heat in check. – Wheels. The KTM 890 ADVENTUREs now have anodized wheel hubs instead of powder-coated. The change means a better, more resistant and high-quality appearance.

The WP XPLOR PRO 7548 fork uses cone valve technology; a unique valving system that permits almost limitless damping performance and combines comfort with bottoming resistance. Setting levels that normally can only be achieved by changing the shim stack can now be adjusted from the outside. The cone valve allows unlimited opening, so harshness of the suspension is reduced.

The high quality and fully adjustable WP XPLOR PRO 6746 shock absorber for the KTM 890 ADVENTURE R RALLY has been developed based on KTM’s unrivalled experience from top-level rally competition. Due to modern, low-friction components, the shock absorber shows a significant increase in its damping performance and reduces the physical strain for riders. The shock absorber employs a progressive damping system (PDS) and has completely adjustable damping behavior featuring separate high and low-speed compression damping adjusters.

Focusing on maximum offroad performance, the new KTM 890 ADVENTURE R sports the reworked 48 mm WP XPLOR fork, combining top quality materials with a full 240 mm of travel. Originally developed for full-on Enduro racing, it has springs on both sides, but also separates the damping functions of the two fork legs. Both are easily adjusted using twist dials on the top of the forks, and a sealed hydrostop guarantees excellent resistance against bottoming out.

The new KTM 890 ADVENTURE R is fitted with a WP XPLOR shock absorber with 240 mm of travel to match the front fork for performance riding in extreme offroad conditions. It is fully adjustable for preload, separate high and low speed compression and rebound damping. The rear suspension features KTM’s proprietary progressive damping system (PDS) as used in the brand’s racing Enduro models, which delivers progressive damping, without the need of a linkage system. Bottoming resistance is provided by a second piston, which works together with a closed cup (instead of a needle) towards the end of the stroke and is supported by a progressive shock spring.

DAKAR BIKE DESIGN Typically KTM, the KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R have an unmistakable aesthetic and identity. The Rally DNA is clearly evident through the slim profile and emphasis on control, feeling and sensitivity to conditions as well as comfort.

Directly showing its hardcore roots and close connection to rally racing, the KTM 890 ADVENTURE R RALLY has a fresh look for 2021.

The KTM 890 ADVENTURE R shows off a new graphic design and two-tone color scheme. The graphics themselves are made from in-mold technology, which is more resistant than decals.

KTM 890 ADVENTURE R and KTM 890 ADVENTURE R RALLY ergonomics are cleverly formulated to match the resourcefulness of the bikes and the roles they are designed for. In particular the form of the fuel tank is a clear case of specialized design-thinking. The narrow shape (that contains 20 liters and can reach a 400 km range) places the bulk of the fuel as low as possible to help with the position of the center of gravity; that centralization assists handling which is keenly felt offroad.

Riders can bring their knees closer to the center of the bike when standing up and the dirtbike profile of the seat facilitates movement. Positioning of the tank in the chassis helps towards the lower seat height while the section towards the bottom even protects riders’ feet from spray water and cold air.

Further up the bike and the isolated and minimal front mask was a hit on the KTM 790 ADVENTURE and is adopted for the KTM 890 ADVENTUREs. Again, the final shape came through the considered blend of theory and testing as well as valuable feedback gained from the KTM 450 RALLY bike used in DAKAR competition. The advantages come through a lighter and more agile feel for the rider as well as better visibility. Other details involve a fuel line protector to deflect any potential damage from stones and rocks.

PREPARE FOR NEW EXTREMES

HEAVY DUTY WHEELS Planning to test your ADVENTURE in the toughest environments? No problem at all with our heavy-duty wheels: Already tested by world travelers, these extremely sturdy rims feature a tube-type design for all popular offroad tires. – LUGGAGE BAG Completely waterproof and adaptable in size! The ideal solution for those who go on short and long tours. – TOURING CASE SET A set of touring side cases made perfectly to fit. Adding 66 liters of volume for you to carry up to 20 kg of additional luggage on the journey. – FUEL TANK PROTECTION KIT High-quality, lightweight carbon fiber guards for added tank protection and a premium, competition look and feel. – SUPERSPROX STEALTH REAR SPROCKET Extremely lightweight sprocket with alloy steel teeth for extra-long life and an aluminum center section that reduces unsprung mass. – TOURATECH CASES Robust, yet stylish aluminum cases, which pass all extreme adventure tests with flying colors. – FOOTPEG SET Footpegs with enlarged tread surface area, developed and used by our multiple Dakar winners. The result is fatigue-free stand-up riding and greater control and safety. – AKRAPOVIČ “SLIP-ON LINE” Lightweight, plug and play slip-on exhaust made from high-grade titanium, saving you around 1 kg of weight and producing that head-turning rally bike sound.

2021 KTM 890 Adventure R – Totalmotorcycle.com  International Specifications/Technical Details US MSRP Price: $ USD Canada MSRP Price: $ CDN Europe/UK MSRP Price: £ (On The Road inc 20% Vat)

ENGINE TRANSMISSION 6-speed COOLING Liquid cooled with water/oil heat exchanger STARTER Electric starter STROKE 68.8 mm BORE 90.7 mm CLUTCH PASC™ antihopping clutch, mechanically operated DISPLACEMENT 889 cm³ EMS Bosch EMS with RBW DESIGN 2-cylinder, 4-stroke, parallel twin LUBRICATION Forced oil lubrication with 2 oil pumps CHASSIS ABS Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable) FRONT BRAKE DISC DIAMETER 320 mm REAR BRAKE DISC DIAMETER 260 mm CHAIN 520 X-Ring FRAME DESIGN Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated FRONT SUSPENSION WP XPLOR-USD, Ø 48 mm REAR SUSPENSION XACT WP PDS mono shock STEERING HEAD ANGLE 63.7 °

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

• competition
• specifications
• sports rourer

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KTM 890 ADVENTURE R (2021 - 2022) Review

• Replacement for the 790 Adventure R
• More off-road focused than the standard 890 Adventure
• Now smoother and more refined than ever

At a glance

Overall rating.

Second-generation bikes are always a step above their predecessors due to the fact that small irritations have been ironed out and this rings true of the 890 Adventure R.

• Related: KTM 890 SMT spied testing in 2023
• Related: Major changes on the way for KTM 890 Adventure

Smoother, more refined, better handling and even more capable off-road, the 890 Adventure R is a brilliant option for anyone serious about venturing into the unknown.

It’s a shame a few options aren’t standard fitment on a bike costing so much but there is no denying that this is a quality product that has now matured into a better overall package.

Ride quality & brakes

Although the WP XPLOR suspension are the same units as in the 790 Adventure R , KTM have revised their settings for the 890 R and taken a bit of the off-road focus out of their road settings.

While KTM still have suggested on and off-road suspension settings on a sticker under the seat, which are quick and easy to input through the onboard tool kit, the road settings are now firmer and make the R more settled when you up the pace.

• Related: KTM 890 Duke R review

It’s only a click here and there but it makes the difference, although the tyres remain the limiting factor... The 890 R features KTM’s latest version of their traction control system (MTC), which now independently monitors wheel slip and pitch angle and is also faster in its reaction time, and also an uprated brake master cylinder delivering more feel.

On the road the ABS and MTC often prove their worth as the Metzeler Karoo 3 tyres are very chunky in their tread and that means when you are powering out of a low speed corner the rear often lets go, especially in the wet or on polished tarmac, and the twin radial brakes easily overwhelm the front tyre’s grip.

When this happens the MTC system is smooth to intervene and only really abrupt when the bike is upright and it is preventing a wheelie and the ABS is equally effective.

Should you engage ‘Rally’ mode (an optional extra) you have the option of 9 different levels of traction control slip while the dedicated off-road ABS setting (standard fitment) deactivates the angle sensitivity as well as the ABS function to the rear but retains some ABS at the front. The ABS can be deactivated completely if you wish for off-road use.

The parallel twin has grown by 90cc to 889cc and with it not only become Euro5-compliant but also gained 20% more rotating mass, a boost of 9.8bhp and 8.8ftlb peak performance, a reworked gearbox and a reinforced clutch.

While the power and torque gains seem marginal on paper, to ride the 890 motor is far more refined than the 790 engine and as well as less mechanical noise is smoother and more enjoyable to use with far fewer intrusive vibrations thanks to new balancer shafts.

• Related: How to ride your motorbike off-road

It still has the quick-revving nature that made the 790 so engaging, and is more than fast enough for road and off-road use, however it now has the rough edges knocked off and is better for it.

Overall it feels a more developed motor than the 790 and although there is still a slight tendency to stall at lower revs, which is annoying, it’s a noticeable step up in terms of its manners and performance.

The tweaked gearbox is beautifully slick and with the optional quickshifter (which has also been updated) snicks up and down the box with ease.

Reliability & build quality

The 790 did encounter a few teething troubles in its early days, which is to be expected on a brand new model, so hopefully KTM will have addressed them all on the 890. The signs are good and KTM do know how to build a rugged bike. Service intervals are every 9000 miles with valve clearances at 18,000 miles.

Value vs rivals

Considering the R costs a penny shy of £12,000 it is a shame that KTM have pared back on its standard equipment. If you want cruise control (its new buttons are standard fitment) that will be an extra £225.61, the up/down quickshifter is a further £361.51, MSR (engine braking control) £135.01 and adding ‘Rally’ mode will be £180.34.

• Related: KTM 890 Adventure review

Or you can buy the ‘Tech Pack’ for £769.30 which has them all for a discounted price. Heated grips are £225.66 extra and while the dash has connectivity, you need to pay £7.99 for the KTM MyRide Navigation app to add a basic ‘turn-by-turn’ navigation system.

If you want all these, and you probably do, it ups the price tag by £1002.95. Oh, and a centre stand is £180.36 extra...

However, that still brings the KTM in £400 cheaper than the range-topping Triumph Tiger 900 Rally Pro (or £600 if you want it in green).

If price is your primary concern, a Yamaha Ténéré 700 starts from just over £9500 but it's considerably down on power and has none of the bells and whitles of the KTM, even in standard trim.

You might also consider the similarly parallel-twin engined BMW F850GS Adventure . The base model is £900 cheaper than the 890 Adventure R; like the KTM, however, the price soon starts to build as you add equipment to the spec sheet.

If your goal is exploring hard to reach areas the 890 Adventure R has most boxes ticked. As standard you get ‘proper’ off-road sized wheels with chunky Metzeler Karoo 3 tyres, an off-road riding mode (Rally mode is extra), metal bash plate and big 20-litre tank which is located on either side of the bike to lower its centre of gravity for better handing.

You also get top-rate WP XPLOR suspension, a TFT dash with connectivity, angle-sensitive electronics, radial brakes, 12v socket and even a new cruise control switch, which you need to pay extra for it to do anything.

The problem is that when you treat the R as a road-going adventure bike you tend to wonder where things such as cruise control, an up/down shifter, heated grips, an adjustable screen, etc are.

Model history & versions

Model history.

2019 – KTM launch the 790 Adventure R . A more hardcore version of the 790 Adventure , it features higher-spec WP XPLOR suspension, increased ground clearance and more rugged styling.

2021 – The 890 Adventure R replaces the 790 Adventure R.

Other versions

Alongside the R model the 790 Adventure has also grown into the 890 Adventure for 2021 and gained all the same updates.

Owners' reviews for the KTM 890 ADVENTURE R (2021 - 2022)

3 owners have reviewed their KTM 890 ADVENTURE R (2021 - 2022) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your KTM 890 ADVENTURE R (2021 - 2022)

Annual servicing cost: £212

I have found this bike to be reliable, economical (although I didn't buy it for this) and great fun.

I'm disappointed with the standard suspension, despite it having a good reputation. It is far too hard and becomes harsh as soon as you ask anything of it. I have now replaced the shock and fork internals with TracTive items which are first class and good value.The brakes work very well - powerful when you need them to be, but are suitably progressive. Early on there was dampness around the front master cylinder cover. This was due to the cover screws being overtightened.

The engine is physically small and light. It pulls like hell in the midrange. It really is impressive and causes a massive grin. Sometimes it sounds a little odd on tick over, but I don't care. The low fuel consumption is amazing - yes, it really does return 62 mpg even when ridden by a fool, so a very respectable range from the 20 l tank.

Reliability has been fine, but I've only covered 11,000 miles, so it's still a new bike. Hence only 4 stars. Only time will tell if it's truly reliable. My 950 Adventure has over 140,000 miles on it and has proved to be exemplary in this respect.In heavy rain, damp got into the headlamp and both front indicators, which caused condensation. KTM replaced all three items without fuss; these are made in Italy by one of the biggest lamp manufacturers in Europe, so this could happen to virtually any European bike. I know it has done on BMW F-series bikes.I took a big tumble off-road and the only damage was to the hand guards, one of which was badly cracked, so a new pair had to be purchased. These bikes crash well.

I change the oil between each official service which costs around £35

I almost knocked off a star because of the lack of heated grips, but that would be a little unfair, considering the factory items are so easy to fit and are operated via the switchgear.I don't care for quick-shifters, traction control or cruise control, so am happy that I didn't have to pay for these.Tubeless wheels are very important to me.The low fuel tank deserves a mention somewhere. This 900cc bike feels like a 600 because of the low CoG.

Buying experience: I purchased my bike in Germany for around 15% less than the UK price at the time.I have found my local UK KTM dealer (Jim Aim) to be very helpful and competent.

Annual servicing cost: £250

Needs Seat Concepts or Touratech after-market Seat and Wings or Akra exhaust and is then the most perfect bike

Buying experience: Good Experience at all KTM dealers

Annual servicing cost: £150

Great bike let down by poor casting of rear swing arm

Hugly powerful, almost overkill!

Goes like a rocket!

Never let me down but the mechanical racket from, the engine has had me concerned, this has been down to the poor stock timing chain tensioner, ktm says this is normal but after fitting the dirt tricks tensioner all my fears are no more

Rev happy and economical, boy does the power come in hard when the revs are up, can toodle around just above 2200 rpm without issue

Buying experience: Terrible dealer experience, no local around my way, costs of getting bike to my door was a pain, dealer did not help

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Review 2021 KTM 890 Adventure

Photo: Zac Kurylyk

It’s tough, following up a popular hit. Just ask Neil Young how 1974’s On The Beach was received, after Harvest blew the doors off country-rock in 1972. Or what about Tusk, Fleetwood Mac’s experimentally-inclined 1979 follow-up album to their 1977 smash hit Rumours? People wanted the music to get better and better and better, and they were disappointed with the result.

So what about KTM? Ever since it debuted the 790 parallel twin platform, the machines based around it have been sales floor successes, the kind of bikes journos go buy for themselves after the test. Both the 790 Duke and 790 Adventure series had excellent pricing, sensible safety electronics, useful power, and sharp handling. In fall of 2020, when we saw the KTM 890 Adventure series announced I wondered: Would KTM’s overhaul make the bike better, or would it all fall apart?

After a couple of weeks aboard the base model 890 Adventure, I think KTM’s done something difficult: It’s made a great bike even better, without messing up any of the formula.

The big-bored engine is the most significant upgrade. The added horsepower and torque are enough to make this machine a great touring bike. Photo: Zac Kurylyk

Muscling up

KTM made a few big changes to this bike, and a few small ones. The name is a hint towards the biggest update—the engine sees bore and stroke increased to 90.7 mm/68.8 mm., raising displacement to 889 cc. The DOHC parallel twin gets lighter pistons, revised cam profiles, and new con rods. KTM hiked compression to 13.5:1, as well.

Handling is great, just like the 790, thanks to that low-slung fuel tank. Photo: Laura Deschenes

Also available in garish orange, of course! Photo: KTM

These Touratech bags were an optional upgrades, but you can go with an aftermarket luggage system instead. Photo: Laura Deschenes

Other upgrades

Stock tires on the 890 Adventure won’t be great in slippery mud, but they’re OK for sensible gravel road riding. Photo: Laura Deschenes

Along with the TFT screen, you can find an accessory mount for a wide range of smartphones, allowing easy navigation through the myKTM app. The bike’s electronic features are controlled with buttons on the left handlebar, with the interface displayed on the TFT screen. Photo: Zac Kurylyk

Who will buy it?

As long as you don’t do anything stupid that the tires can’t handle, the 890 Adventure is plenty of fun in the gravel. Photo: Zac Kurylyk

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Follow on facebook:, ktm unveils 890 adventure ‘standard edition’ for 2021, the new 890 adventure gets more power and a smoother ride..

Two weeks ago, we saw the release of KTM’s new race-inspired 890 models — The 890 Adventure R and 890 Adventure R Rally. This week we get to see what the standard edition has in store for 2021. The previous standard 790 Adventure has always been the more travel-oriented version of KTM’s ready-to-race middleweights, with a lower seat height, improved wind protection, more comfortable two-piece seating, low front fender, and a more road-tuned suspension. Yet it was still no slouch when the asphalt ended, sporting an agile chassis, spoke wheels with a 21″ front and 18″ rear, as well as sump protection, wrap-around handguards, and ample ground clearance to ride at a sporty pace. 

KTM 890 Adventure 2021

Now with the release of the 890 Adventure, KTM makes several improvements that extend the versatility of the bike for longer-range travel. Updates include more engine grunt, improved handling, added suspension adjustability and rider-focused technology

“With the development of the new KTM 890 ADVENTURE we hit all our marks by offering an upgraded machine for both road and gravel riding. With the new engine we worked a lot on optimizing the overall performance and feeling while out riding. The result is a big improvement in the bike’s rideability, better stability, less gear shifting and added comfort for the long days on the saddle. With the KTM 890 ADVENTURE we wanted a KTM that sets the benchmark through its performance on the tarmac while being able to veer offroad and keep the same high standards.” — Joachim Sauer, KTM Product Manager Travel

The KTM 790 Adventure formed a robust basis for KTM engineers to begin their search to offer much more, while still maintaining that resourcefulness and confidence-inspiring handling. The new 889cc LC8c engine is 90cc larger than the 790 model. Bore, stroke and compression were added to raises horsepower and torque figures, while 20% more rotating mass was added to the crankshaft for improved smoothness and grunt at low revs. According to KTM, the result is a bike that can corner in the twisties, and carry all your camping gear, plus a passenger with less effort. The KTM 890 Adventure also comes with a refined and stronger clutch to cope with the boosted performance.

The suspension also sees improvements. A new WP APEX rear shock offers greater customization potential through a new rebound damping adjuster and an additional hand adjuster for spring preload. The suspension matches the rest of the chassis configuration in placing the bike firmly between use for the tarmac and the trail. 

However, off-road handling has not been ignored. With 7.9 inches (200mm) of suspension travel and Dakar Rally-inspired ergonomics the bike is comparably slim and nimble on the trail. Plus with an accessible seat height (33.5 inches), a low fender for improved aerodynamics, a 5.3-gal (20-liter) tank and KTM MY RIDE with navigation on the dash, you can comfortably travel further on a variety of different terrain. 

Prefer the flat expanses of the road? The KTM 890 Adventure has Adventure-spec tires, a full-size TFT display, Cornering ABS, Motorcycle Traction Control and Motor Slip Regulation, a seat that is adjustable in two heights and a strong, yet lightweight, subframe for passenger or baggage. 

KTM 890 ADVENTURE HIGHLIGHTS

• New engine with 90 cc added displacement
• Improved performance with increased power
• Better rideability thanks to 20% increased rotating mass
• Stronger clutch adapted to increased performance
• Engine knock control system (use of low Octane fuel)
• High-quality WP suspension components and new rear shock
• Reworked front and rear brakes for added control
• Improved ABS and MTC settings
• Anodized wheel hubs instead of powder coated
• Handlebar switch with Cruise Control button (software additional)
• Weight optimization, thanks to compact motor and fuel tank
• Slim profile, refined ergonomics and new graphics
• Travel-ready with two-part, adjustable seat and low fender
• KTM MY RIDE app giving access to music, calls and, with an optional app, navigation

A range of KTM PowerPart upgrades means that Cruise Control (with the handlebar switch now provided as standard), a Quickshifter+ (with optimized settings), heated seat and grips together with a wide compliment of luggage options widens the travel potential of the KTM 890 Adventure even more.

The KTM 890 Adventure will be arriving at US KTM dealers from November 2020 onwards. According to KTM, overseas dealers will begin to receive the new model starting in December 2020. Pricing is set at $13,099 USD. For more info, visit the KTM website .

2021 KTM 890 Adventure Specs

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Still with that ‘Praying Mantis’ front end….

In 4k miles of riding my 790 R, I’ve yet to approach the performance limits of it. Its nice the 890 has more but for me, the 790 is more than enough.

Nice, but overdone. I’ll take a new V-Strom 650 any place this bike will go for $5,000 less money!

That headlight assembly needs rethinking. It is worse than ugly, it’s downright oogly.

The headlight might be not everybodies idea of good design, nut Inline the front better than e g BMWs 1250 front. And the light itself is actually quite effective, both as low and high beam!

what KTM forgot to say was that the 790 was a special limited edition.

Here in Aus the top selling ADV bikes are the simple, cheaper ones ; the DR650 still regularly in the top 2 or 3 after 35 years; KLR up there too ; Africa Twin when it first came out smashed all others on price and went straight to number 1 in 2016, now it’s expensive and down at number 10 ; CB500x up there – T700 straight to number 1 with a simple cheaper no BS bike. But Stefan and his mate gerald.kiska are sipping the ugly-shock-orange juice and have not noticed this sales recipe, and have never made it to Number 1 in Adv in AU, to 790 only got to 4 with a quarter of the T7 numbers, the other 1290, 1090s happy to languish off the bottom of the sales charts again and again missing the point – K.I.S.S sells Stefan not hp in adv. Not everybody wants to race or pretend to race on roads, not everybody likes insects or overly-complex blah blah heavy. Peeps like heritage looks and reliability and something they can pick off the ground. I have bought 5 KTMs in years past but hey enough. They have the tech there to make a 600cc 2 cyl-2Stroke and meet Euro 5 and weigh in at 135kg but instead we get a bigger heavier 890? Why – Why not replace the 790 with a 750 and make it lighter? only Stefan knows.

Unfortunately, the USA market wants something that’s shows off their manliness instead of functionality. I would love to have a sub 300lb, 4 stroke bike with 55 – 60hp that I could set up as a light weight adv bike. Such bike would sell. The Husqvarna TR650 would have been there but too heavy and poor suspension.

I left out… the bike needs to be a reasonable height. Not all of us can properly handle a 36” seat. The KTM 690 Enduro Also almost hit it.

Will this KTM be produced in your Philippine plant?

As a new owner of the 890 Adventure “standard” model, I can tell you that coming from a 1290R, there are vast differences………….not all bad. First, the 890 is plenty powerful to cruise even with bags full of provisions. The suspension on the 890…………while I am still experimenting, lacks the compliance of the 1290R and probably isn’t fair to compare the “R” with the “Standard”. On the plus side………..wow, the handling and weight distribution down low makes this thing feel 200 lbs lighter than the 1290. No complaints here. Now for the hopefully not too long away bad parts. No heated seat or grips available from KTM. Apparently some wiring changes make the 790 products not applicable. Likely KTM will introduce those parts during the summer when they are no longer needed. Hard to tell why they would want to change such small pieces which would necessitate KTM keeping yet more SKU’s of parts in production and inventory. Otherwise……….ergonomics good, screen good and best of all……………….drumroll…………….it has a Physical Key. I was so tired of my 1290R telling me “No Key in Range” and not being able to restart without dragging out the dongle and dangling it in from of the proximity sensor.

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KTM 890 Adventure R: What Makes This A Unique Mid-Weight Adventure Bike

• The KTM 890 Adventure R is a revolutionary motorcycle with excellent off-road suspension, making it the most off-road capable adventure bike on the market.
• While it may not offer great value or be the best adventure tourer, if you want the best off-road capability, the KTM 890 Adventure R is the motorcycle for you.
• The KTM 890 Adventure R comes with a range of premium features and components, although some of these features are hidden behind a paywall and require additional options.

When the 790 Adventure first broke cover back in 2019 , the whole industry stopped to take note. It was a truly revolutionary motorcycle, equally competent on the road and off of it, arguably, more competent off-road.

Two short years later, the 790 reached the end of its life cycle. Officially speaking, the 890 was optimized to improve emissions. Unofficially, the 790 had more than its fair share of issues and desperately needed an overhaul. Either way, the 890 is a big step in the right direction. It has more than enough power to make it a fun bike to tour on, but its party trick is the best off-road suspension you can get on a stock motorcycle.

If you are after a bike that offers great value, this might not be the best pick. If you want a great adventure tourer, there are also better bikes for that. But, if you want the best, most off-road capable adventure bike, this is the motorcycle for you.

2023 KTM 790 Adventure: Performance, Price, And Photos

In order to give you the most up-to-date and accurate information possible, the data used to compile this article was sourced directly from the official KTM site and other authoritative sources, including Cycle World.

KTM 890 Adventure R Dimensions

KTM does a great job of finding a balance between making the bike light and nimble, yet also incredibly powerful. This is no mean feat, and it is the main reason you have to pay top dollar for this particular middleweight.

The trick isn’t in really making it the absolute lightest motorcycle in the segment, but where it holds its weight. Any top-heavy motorcycle feels significantly heavier. On paper, the Yamaha Tenere 700 is a good deal lighter than the KTM, but if you ride them back to back, or lift either of them off the ground after a fall, you would swear the KTM is the lighter bike. This is all down to where the Adventure R holds its fuel. Instead of having the tank up high like the T7, it is down next to the engine, which keeps the center of gravity much lower. Between the innovative design and a myriad of tech features, nothing can touch the Adventure R in the dirt. In short, you get what you pay for.

Dimensions Specifications

890 adventure r performance.

As much as the 890 Adventure R falls into the middleweight class, the performance of a modern middleweight is nothing to be sniffed at. When the 790 first broke cover, it offered class-leading power - the same, rather ironically, cannot be said for the 890. Such is the competitive nature of this segment today.

It still has 103 horsepower, more than enough to get in trouble on the road, and way more than enough to get in trouble off of it. But it isn’t so much about how much power the 890 makes, but how it makes it, and how it uses it. By their very nature, parallel twins have a great mid-range and the 890 is no different, but it also just so happens that it loves being at the limit too. So, no matter where you are in the rev range, it will always feel like you have access to more than enough power.

In the dirt, controlling power delivery is the biggest challenge for larger bikes. And yes, middleweight adventure bikes are still pretty big bikes when you are on a dirt trail. Other manufacturers have opted to change the engine tune and limit power, but KTM has a different approach. They throw a bunch of technology at the bike to help you keep things right side up in the dirt. They equip their bikes with the best off-road ABS systems on the market, and one of the most intuitive off-road traction control systems. All you need to do is select the right mode…

Engine Specifications

2024 ktm 890 adventure r rally: everything you need to know, ktm 890 adventure r price and features, msrp: $15,199.

As is the case with most of KTM’s products, they throw the veritable kitchen sink at the motorcycle when it comes to technology. Obviously, this is wonderful for marketing, but it does leave a few question marks in terms of long-term reliability.

We are happy to report that, so far, the 890s are proving to be a fair bit more reliable than the 790s were. A large proportion of their bad name is down to that platform, which has since made a return as a more budget-friendly option. Budget-friendly is one thing the 890 Adventure R is not, and you are paying top dollar because you are getting a premium bike with premium components . It is, however, worth noting that most of the features are hidden behind a paywall, so if you want the bike for its tech, you need to check an options box.

• Off-road ABS
• Cornering ABS
• 5-inch TFT dash
• Smartphone connectivity
• Quickshifter
• WP Xplor-USD 48mm forks
• WP Xplor PDS rear shock

The Competition

It is no secret that the ADV segment has just exploded in the past few years, and within that segment, the middleweight ADV has become one of the most popular kinds of motorcycle today. With most people realizing a middleweight can do pretty much anything a more expensive full-sized ADV can do, and if you like going off-road, they simply do most things that much better.

2023 Suzuki V-Strom 800DE: Performance, Price, And Photos

With that, every manufacturer has now got a strong contender in this segment. Even Suzuki, who trundled around with a platform that was over two decades old, took the plunge and developed a worthy contender in the form of the 800DE. Ducati , who have traditionally been unwilling to get too dirty, have the DesertX, arguably the best looking ADV money can buy if you have the money. Then we have Yamaha, who got this whole thing started, and they just updated the exceptional T7... It is a crowded space.

What makes the 890 Adventure R stand out is its off-road capability straight from the factory. Every single other bike compromises in this respect to make the bike work as a tourer, but if you want a more touring-friendly option, KTM will point you to the standard 890 Adventure, or the budget-friendly 790. The Adventure R makes no such compromises, so if you want the most capable off-road ADV, look no further.

Sources: KTM and Cycle World

2024 KTM 890 Adventure R Rally Project Bike

What would your dream bike look like? It would probably start with how you like to ride and what inspires you. Is that speed? Is that adventure? Is it horsepower? Or is it a combination of all those things? For some, it’s about having something unique, something rare but attainable, and of course, it must be cool.

By Keith Dowdle

Enter the KTM 890 Adventure R Rally. Every few years, KTM makes a limited production run of their popular 890 Adventure R. They call it the Rally, and it’s dripping with cool right out of the box. For 2024, we were lucky enough to get our hands on one of these rare beasts, which are already bordering on dream-bike territory. But why not dream a little bigger? What if you wanted to take the Rally to the next level by installing the very best parts from the very best sources in the industry? Now we’re talking about a true dream bike. Unique, capable, powerful, and just plain cool. As I mentioned before, a dream bike for you might look very different from what someone else might want, and beauty is certainly in the eye of the beholder, but for us, there’s nothing more beautiful than a bike that can literally do anything you want it to. Whether it’s traveling across the country or running a hard enduro, we wanted to build a bike that could literally do it all and do it well.

It starts with premium suspension. The Rally comes equipped with the very best WP suspension money can buy, and it’s not cheap. In fact, the WP Xplor Pro suspension package on this limited-edition bike almost completely makes up the difference in price versus the base model 890 R. Off the shelf, the Xplor Pro suspension is almost exactly six grand, which, coincidentally, is the price difference between the base model and the Rally. But suspension is the most important component in making a motorcycle perform at the highest level. Being able to tune the suspension to the nth degree allows the rider to operate the bike at a level much higher than if that same rider were on a bike without tunable suspension—and the WP Xplor Pro suspension accommodates that level of adjustability. The front forks use Cone Valve technology and are fully adjustable for spring preload, compression, and rebound damping. The rear shock incorporates high- and low-speed compression damping, rebound damping, and, of course, spring preload. This suspension is the highlight of the Rally and the primary reason why the bike is so much more expensive.

But that’s not the only cool thing you get when you buy this bike. The Rally also comes with heavy-duty D.I.D DirtStar wheels—add another thousand plus dollars for those—and a bunch of other trick parts from the KTM PowerParts catalog. The D.I.D DirtStar wheels are tube-type rims with a profile that is much narrower than the tubeless stock rims on the 890 R. With this narrow profile, you can run much lower tire pressure because the rim clinches the tire much tighter. It also forces the side lugs of the tire farther around to the side for more bite when riding off-road. The narrow width of these rims opens up tons of options when it comes to tire selection, and pretty much any dirt bike tire will work.

When we started this build, the first thing we changed was the tires, and the Dunlop Rally Raid D908 rear and D606 front were the correct choices. They offer amazing off-road performance, are DOT-legal, and last much longer than traditional dirt bike tires when traveling on pavement.

With 10.6 inches of travel, the Rally is a tall motorcycle, but even the tallest of bikes still gets beaten up underneath when you take them through serious off-road terrain. So, we ditched the stock skid plate and reached out to AXP Racing for something more suitable. They sent us their second-generation 890 hard enduro skid plate. This new version covers more of the underside of the bike, which offers better protection for the fuel pump—and it comes up a bit higher on the sides of the tank versus the previous gen. It also has a new mudguard at the front to keep debris from the hot area of the header pipe.

An upgraded seat was the next thing we needed to outfit this dream bike. While the 890 Rally comes with a KTM PowerParts Rally seat, it’s simply too tall for anyone shorter than Shaquille O’Neal. Fortunately, Seat Concepts offers multiple seat options for this model, and they sent us their version of a rally seat for the 890. If you’ve never sat on a Seat Concepts seat, you owe it to your butt to try one. They’re simply the best seats on the market. And they look cool.

Once we had the height situation sorted, we wanted to address the fairing, lighting, and controls. Our idea of a true adventure machine requires room for navigation components and a source to power them. While at a recent press intro, we met Manuel Lucchese, a guy who’s a legend in rally racing and the man behind Rebel X Sports . Manuel and his team build what are arguably the best rally towers in the business. They’re strong, lightweight, easy to install, and offer not only a place for your navigation components but also a super-slick way to power them. The tower even incorporates a handy digital readout that tells you how your battery is holding up. We told Manuel about our dream bike build, and he was gracious enough to send us a complete rally tower. This $3500 kit was by far the most expensive single item that we added to this bike, and we could not have done it without Manuel’s help. After a couple of hours of following Manuel’s instructional video on YouTube, we had the tower installed.

The rally tower completely transforms the looks of the 890, provides plenty of room for nav components, and dramatically improves visibility for night riding with the addition of Baja Designs lights. It also includes the perfect spot to place a Kurt Caselli Foundation first-aid kit. If you’re not familiar with the Kurt Caselli Foundation, please check out their website. They’re a 501(c)3 charity, and if you buy something, like the first-aid kit, you’re helping to support the cause. Coincidentally, they’ll be giving away a 2024 890 Rally as part of this year’s fundraising activity, so you could win a bike like ours and build it up the way you like. [ Entries close on June 8, 2024 at 6:45 PM PST ] Kurt Caselli was an incredible human being and a friend to many of us. His legacy and memory live on through the foundation. So please check it out.

Moving to the controls, the steering stabilizer is another place where stock just won’t do. The reference for off-road steering stabilizers is Scotts Performance —there’s simply no better system available. It’s fully adjustable, fully rebuildable, and is a must-have if you’re serious about off-road riding. There are various mounting options for the Scotts damper, but we wanted to replace the entire triple clamp setup with one from Rottweiler Performance because it comes ready to accept the Scotts stabilizer and offers upgraded mounting for the forks and a stronger, smoother-feeling tapered bearing in the head tube. The stock head bearings are basically oversized bicycle parts, so by adding the Rottweiler triple clamps, you’re gaining strength and stability, and—you guessed it—they look cool. We also tossed the stock mirrors in the trash and fitted a set of Doubletake mirrors because they’re indestructible, infinitely adjustable, and can be removed in seconds when the terrain gets gnarly. No tools required.

We mentioned before that horsepower may be of interest when building a dream bike, didn’t we? Well, if you’re building a KTM—pretty much any KTM—then there’s no better source of power than Rottweiler Performance . They are KTM whisperers and know how to get the most power from a KTM motor. We begged and pleaded for their help with this project, and they finally gave in. In addition to the triple clamps mentioned above, they sent us their supercool Pro Edition Intake System, which completely replaces the restrictive stock air box and delivers an increase of 10 horsepower by simply installing the kit. No mapping is required, but Rottweiler offers numerous tuning options via the Dynojet Power Commander 6 if you want to go all in. They also sent us their latest 890 R part, the EnduroCell, which adds an additional 1.8 gallons of fuel neatly tucked away within the subframe of the bike. This very well-thought-out part fits perfectly and requires no additional fuel pump or electrical wiring. It feeds directly into the existing fuel system and can be run as an emergency reserve tank by closing the petcock until you need the fuel—or you can run it as part of your main fuel supply, and the gas gauge on the dash will read the correct amount of fuel, since the EnduroCell feeds into the same system. Having an extra couple of gallons of fuel onboard relieves a lot of unnecessary stress on long stretches between gas stops, so the EnduroCell is well worth the price.

Weight is always the elephant in the room with adventure bikes, and the 890 Rally is no exception. If you’re looking to save a huge amount of weight on any motorcycle, just changing to an AntiGravity lithium battery is by far the easiest way to do it. They are 70% lighter than the stock battery, have more starting power, and feature a built-in jump starter for convenience.

The finishing touch on our dream bike build is the graphics kit. SKDA, the global leader in off-road motorcycle graphics, produced this stunning design and incorporated the logos of all our friends and sponsors. The decals were surprisingly easy to install, and the quality is first-rate. Once your custom layout is done, you can call SKDA , and they can send you replacements so you can keep your bike looking fresh for every new adventure.

So, what’s it like to ride our newly built dream bike? In one word, awesome . The Scotts steering stabilizer and the Pro Edition Intake are the first things you notice. The stabilizer is so much better than what came stock that it’s not even comparable. The bike holds the line you want no matter how rough the terrain gets, and you never feel like the bars are going to jump out of your hands. It allows you to hold on loosely but still maintain control, which, in the end, keeps your forearms from becoming something akin to wet noodles. The Pro Edition Intake brings the low-end torque to a place where it’s much more usable and adds a lovely throaty sound. The Rebel X tower puts our Trail Tech Voyager Pro GPS higher and more in your line of sight, so it’s much easier to read at speed. We love how the Voyager Pro works while riding. It’s the only GPS on the market that offers Buddy Tracking so you can see where everyone else on the ride is, and you can download U.S. Forest Service maps for super-detailed navigation. We also mounted a cell phone to the tower using a Quad Lock mount with wireless charging and antivibration.

The Doubletake mirrors maintain a crystal-clear view to the rear, and we love how easy they are to adjust. We opted for their dual-sport style, and they’re the perfect size—not in your way at all when you’re riding.

The guys at Rottweiler really stepped up for this project, and we can’t thank them enough for their support. We asked for their help because they are simply the best, most experienced guys available when it comes to building a bike like this. They race KTM 890s in rallies and other desert races around the world, and they’ve been using that platform for their race bikes for long enough that they know everything there is to know about these bikes. The convenient thing for you is that every part that we described above can be purchased through Rottweiler Performance, so please send them some love. And speaking of love, don’t forget about the Kurt Caselli Foundation . Kurt certainly dreamed big and accomplished everything he set out to do. Unfortunately, his dream ended much too early. So, we fly his colors on our dream bike because Kurt was cool.

So, did we dream big? Well, when you consider that we purchased this limited-edition bike at full retail, $21,499, and then we added over $8000 in parts—some we purchased and some were donated—then yes, we did dream big. But part of that was because we wanted to build a bike that would draw attention to the Kurt Caselli Foundation and to the sponsors that helped us do this project. Now we want to see what your dream looks like, so build your dream bike and tag us on our Instagram channel @cyclenews so we can see how your bike turns out. CN

VIDEO | Cycle News 2024 KTM 890 ADV Rally R DREAM BUILD

Watch this video on youtube, click here to read the 2024 ktm 890 adventure r rally project bike story in the cycle news digital edition magazine ., click here for the latest cycle news adventure motorcycle reviews and news ., click here for more ktm motorcycle reviews and news ..

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ADAPTIVE CRUISE CONTROL

Adaptive Cruise Control is a relatively new feature for the motorcycle industry generally and, in contrast to some other brands, KTM include the tech as a standard on their KTM 1290 SUPER ADVENTURE S. Developed in close conjunction with Bosch, the system uses radar technology to regulate the distance to traffic ahead. Activated over 30kmph and in second gear and up to 150kmph once engaged, it will substantially reduce the effort needed by rider over large trips and in controlled conditions. The distance can be set in five stages: Very short, Short, Middle, Long and Very long and in both ‘comfort’ and ‘sport’ characteristics. The intelligence of the software adds special subtleties such as an ‘overtake assist’ (a short burst of acceleration to aid lane changes and passing) and cornering, as well as accommodating Quickshifter+ gear changes without deactivation. In fact, KTM’s ACC still works when the clutch is used. If the clutch is deployed for longer than 1.5 seconds then ACC disengages, the same as when the rider touches the brake or opens the gas.

Time in Elektrostal , Moscow Oblast, Russia now

• Tokyo 08:27AM
• Beijing 07:27AM
• Kyiv 02:27AM
• Paris 01:27AM
• London 12:27AM
• New York 07:27PM
• Los Angeles 04:27PM

Time zone info for Elektrostal

• The time in Elektrostal is 8 hours ahead of the time in New York when New York is on standard time, and 7 hours ahead of the time in New York when New York is on daylight saving time.
• Elektrostal does not change between summer time and winter time.
• The IANA time zone identifier for Elektrostal is Europe/Moscow.

Time difference from Elektrostal

Sunrise, sunset, day length and solar time for elektrostal.

• Sunrise: 03:42AM
• Sunset: 09:08PM
• Day length: 17h 26m
• Solar noon: 12:25PM
• The current local time in Elektrostal is 25 minutes ahead of apparent solar time.

Elektrostal on the map

• Location: Moscow Oblast, Russia
• Latitude: 55.79. Longitude: 38.46
• Population: 144,000

Best restaurants in Elektrostal

• #1 Tolsty medved - Steakhouses food
• #2 Ermitazh - European and japanese food
• #3 Pechka - European and french food

Find best places to eat in Elektrostal

• Best steak restaurants in Elektrostal
• Best bbqs in Elektrostal
• Best breakfast restaurants in Elektrostal

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