KTM 1190 Adventure

KTM 1190 Adventure

KTM already set standards in the travel segment with the new1190 Adventure in its first model year. In MY 2014, the 1190Adventure, together with its "R" sister model, has been turnedinto what is currently the world's safest motorcycle - yet stillwith undiluted riding pleasure. For the first time, it offersBosch's new MSC (Motorcycle Stability Control). MSC enhances theexisting package consisting of lean-sensitive traction controland ABS featuring a combined braking function with a worldfirst: the first ever lean-sensitive cornering ABS. As ever, itsets standards in the travel segment: 150 hp with a weight ofonly 230 kg fully tanked combine to produce a power-to-weightratio previously unheard of in this class and thereforedelivering unrivalled ride dynamics. At the same time, thepowerful, economical and cultivated engine enables eitherparticularly relaxed and comfortable riding or, if required,super-sporty propulsion – with every conceivable level inbetween. The chassis combines lightness with outstandinggeometry and fantastic suspension, which, together withcompletely new tyres for the travel enduro class, allowundreamed of riding pleasure in all conditions and whatever speed you desire, from very relaxed to very, veryfast.

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 andequipped more comprehensively, the 1190 Adventure consumes about20 per cent less fuel than its equally heavy predecessor (230 kgfully tanked, despite a smaller fuel tank). Together with animpressive 23-litre tank capacity, the range is suitable fordesert use.

PRICE/PERFORMANCE

The KTM 1190 Adventure is light, powerfuland extremely controllable.. Thanks to low fuel consumption, a23-litre fuel tank and long service intervals of 15,000 km, ithardly ever needs to take a break.

LONG SERVICE INTERVALS

A unique mix of thehighest quality components combined with a fullydeveloped and reliable engine allows extremely long serviceintervals of 15,000 km.

OUTSTANDING PACKAGE PRICE

Work it out for yourself: The KTM 1190Adventure is not only the lightest, most powerful and versatiletravel enduro, but also the one with the best equipment package.As a result, you get - at an already very affordable entry-levelprice - so much more foryour 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 andtapered

» Luggage rack and case brackets

» Servo fan

» Handguards

ERGONOMICS

Not only are the top-notch ergonomics ofthe new 1190 Adventure suitable for all riding situations fromcomfortable outings - alone or two-up - to lively accelerationonasphalt and furious offroad shredding - whatever thesurface or location; The ergonomics can also be adjusted in manyways 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 mmhigh and back

» Plus hand levers with 5 reach settings

VERSATILE AND ERGONOMIC

The KTM 1190 Adventure sets standards forthe whole travel segment: 150 hp with a weight of only 230 kgfully tanked combine to produce a power-to-weight ratiopreviously unheard of in this class and therefore deliveringunrivalled ride dynamics. At the same time, the powerful,economical and cultivated engine enables either particularlyrelaxed and comfortable riding or, if required, super-sportypropulsion – with every conceivable level in between. Thechassis combines lightness with outstanding geometry andfantastic suspension, which, together with completely new tyresfor the travel enduro class, allow undreamed of riding pleasurein all conditions and whatever speed you desire, from veryrelaxed to very, very fast.

FIELDS OF USE

The field of use of the 1190 Adventureextends smoothly from pleasurable touring comfort touncompromising acceleration. This extremely wide applicationrange is made possible not least by the first ever deployment ofa ground-breaking electronics package. What's particularlyimpressive is that the bike's different characters lead tovirtually no perceptible compromises. So those who use theAdventure for relaxed locomotion don't feel any of thesportiness at their disposal (for example, due to sharpresponsiveness or a taut chassis set-up). Those who ride moresportily don't have to put up with a rocking horse. The manyriding modes naturally support the user's tastes as well.Whether it be alpine pass or coastal road, motorway orbone-shaking track, winding curves or urban jungle, the 1190Adventure is the ultimate travel enduro for adventures on allthe world's roads.

ADJUSTABLE WINDSHIELD

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

SEAT

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

RIDE-BY-WIRE

The guarantee for smooth throttleresponse, not just no throttle control cable: The 1190Adventure's ride-by-wire system ensures perfect application ofthe readily available and plentiful torque. It alsoelectronically translates the throttle commands of the riderinto throttle valve positions perfectly suited to the ridingconditions. The DBW system is fully compliant with the strictDIN 26262 safety standard from the automobile sector.

SLIPPER CLUTCH

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

DLC COATING

DLC (Diamond-Like Carbon) stands for anextremely hard, durable and tribologically (i.e. in terms ofsliding behaviour) particularly well-suited coating, that KTMuses in many engine parts (cam followers, piston pins, etc.).

ENGINE

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

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

» Twin ignition sinks both consumption andemissions and ensures smooth running and superior power from thevery bottom up.

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

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

» The new slipper clutch prevents rearwheel chatter and reduces the hand force required for shiftinggear.

PISTONS

The forged piston structure borrowed fromFormula 1 results in a high loading capacity, despite anextremely short and lightweight design. In this way, thereciprocating weight can be minimised and the responsiveness andfree-revving nature of the engine maximised. New since 2013: allpiston skirts have a state-of-the-art, hard-anodised finish. Notonly is this particularly hard-wearing, it also minimisesfriction.

CRANKSHAFT

The smooth shape of the crank webs resultsin low-loss running of the crank drive; the modified weightdistribution of the crankshaft and alternator rotor improve theride quality. Together they optimise the load change behaviourof the engine.

TWIN IGNITION

The twin plug ignition system controls thetwo differently sized spark plugs in each cylinder headindependently of each other in such a way that more efficientcombustion and a smoother, optimally controlled combustionsequence are achieved at all times. The result: even more andeven better controlled power, lower fuel consumption, and lessemissions.

CYLINDER HEADS

The main reasons for the outstandingperformance of the V-twin with its 75° cylinder angle are thestate-of-the-art four-valve cylinder heads with twin plugignition, flow-optimised ducts and cam follower drive via DLC-coatedcam followers, each with two overhead camshafts.

COCKPIT

State-of-the-art instrument cluster fromautomotive supplier VDO: central permanent LCD for displayingall riding conditions (plus speedo and rev counter withadjustable gearshift light), another LCD on the left fordisplaying the adjustable features:

» Favourites page

» MSC ride modes

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

MODE SWITCH

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

TYRES

New standards demand new tools: The 1190Adventure is the first ever travel enduro to roll onstate-of-the-art, extremely grippy and durable tyres sized at120/70 ZR 19 and 170/60 ZR 17.

CHASSIS

With its ultra-lightweight yet extremelystable tubular space frame, the high strength, die-cast,open-lattice swingarm and high quality suspension componentsfrom WP Suspension, the KTM 1190 Adventure meets allrequirements for stability and controllability. Spoked wheels -tubeless, 19-inch up front; 17-inch at the rear - fat tyres andemployment of appropriate suspension travel optimise its talentson the asphalt. Unrivalled braking from worldmarket leader Brembo and assistance systems (MSC withMTC and lean-sensitive C-ABS), developed in close collaborationwith Bosch, round off the package and help the 1190 Adventureinto a clear lead straight from the start in terms of ridedynamics and safety. Top-quality components from high-classsuppliers are assembled to create the 1190 Adventure's chassis.They combine the pure riding pleasure typical for KTM with thebest 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 theangle of lean. It guarantees sporty yet completely controllablepropulsion on all surfaces. Its intervention is indicated with aflashing LED in the VDO multi-function display. Depending on theengine mode selected by the rider, MTC permits differing levelsof rear-wheel slip. Overall, MTC therefore offers four differentcharacters (plus OFF), selected using the multifunctional switchon the left handlebar grip. Developed in close collaborationwith Bosch, it reacts in a matter of milliseconds if the rearwheel begins to rotate too rapidly for the riding conditions. Italso makes use of the quick intervention time of theride-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 levelof power – for example, "only" 100 instead of 150 hp in rainmode.

Four different MTC modes are activated bychanging the engine modes:

» Sport: Something for the courageous totry: 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 minimumslippage in the wet, with engine power reduced to a maximum of100 hp.

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

» Off: Those who know better than the MTCcan enjoy maximum propulsion at all times, completely to theirindividual tastes, without electronic assistance.

STEERING DAMPER

With so much propulsive power, the frontwheel can become very light, which can quickly lead tounpleasant kick-back on uneven roads or following a slightstimulus at the handlebar. The KTM 1190 Adventure prevents thissafely with a reliable and sensitive WP steering damper.

TPMS (TYRE PRESSURE MONITORING SYSTEM)

As its name implies, the optional TPMSmonitors tyre pressure (visible in the display) and warns therider in the event of pressure loss, for example due to tyredamage.

MTC WITH C-ABS (COMBINED ABS) AND OFFROADMODE

The ultimate in safe deceleration: Onecomponent of the comprehensive Bosch MSC assistance package isthe world's first lean-sensitive cornering ABS. Based on thehigh-quality 9ME modulator, it unites the talents of combinedbraking and lightning-quick, efficient pressure modulation withthehigh quality Brembo hardware to make the mostadvanced braking system on the market - no-one brakes moreprogressively or safely.

Benefits and properties of MTC-ABS:

» Safest and most effective decelerationon 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 inorder to optimise ride stability when braking

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

» Complex computation algorithmscontribute to the prevention of endos

Offroad mode:

Offroad mode allows the rider to block therear wheel as and when required - a prerequisite for committedoffroad riding and deliberately executed slides. The ABSfunction remains active on the front wheel, even in offroadmode.

MD Review

Gabe Ets-Hokin: 44 years old (feels 4.4), Shirt Size: ExtraMedium, Favorite Von Trapp: GeorgSixteen thousand, five hundred dollars is big money for…well, anything, ifyou’re me. But some things are just expensive. There are no free lunches, or, inthis case, even half-price lunches. But that $16,499 may actually seem cheap ifyou believe it takes the place of two or three motorcycles, saving you money oninsurance, maintenance, registration, garage space, and the mental anguishthat’s inevitable if your garage is packed with European exotica.Yes, the 1190 Adventure is three, three, three bikes in one. Or more. Check itout: it’s got a 150-horsepower V-Twin from KTM’s RC8 superbike, and it hasradial tires and super-duper brakes, so it’s an open-class sportbike, right? Butwait, there’s more: it also has a very good adjustable windscreen, built-inhardbag mounts and a big 6-gallon tank, so it must be a sport-tourer, no? Buthey! It’s got long-travel suspension, off-road styling and a 19-inch frontwheel, 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), butit is an outstanding sport-touring and backroads fun-bike. In fact, readingonline and print reviews of this thing makes me think KTM’s PR department ispaying off magazine editors by the carloads—the fawning over the bike is alittle embarrassing, guys.But it is a very good motorcycle. What makes it so good? Maybe it’s thatdelicious motor, which lesser publications have measured at almost 130 hp and80-plus ft.-lbs. of torque. It’s sort of lumpy and mildly buzzy, like awell-balanced Single, fitting KTM’s character. It’s also fluidly responsive inmost gears and has that American V-8 do-no-wrong character. I also liked theslipper clutch, which made gear changes so easy it was like somebody else wasshifting. The other guys played with different riding modes, but I just left itin Sport—it’s the most fun. But even in ‘Rain’ mode, where it’s limited to 100hp, it’s still plenty fast for most street-legal applications.

Or is it the suspension and brakes that make it so good? Well, the suspendersare really excellent, as I’ve expected from a company that isn’t lying when itclaims “Ready to Race” and also owns its own suspension company. Not only isthat 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’taccess the owner’s manual, which is the thickness of a James Clavell novel. Theradial-mount brakes are great—powerful but not oversensitive—and the ABS issmooth and transparent.So is it the comfort, convenience and safety features that make the 1190 somemorable? They are manifold. The trip computer is info-packed (and programmableso your favorite info all appears on the same screen), giving you an optimisticrange-to-empty estimate as well as outside temp, time, date, average speed and abunch of other stuff I didn’t have time to fiddle with. There’s also anadjustable seat, handguards, tire-pressure monitor, centerstand, tubeless spokedwheels, traction control and on the 2014 USA version, magical-seemingbank-angle-sensitive ABS software that I should have reminded Surj didn’t existon the 2013 Euro model we tested, but which he swears up and down he noticedanyway. Oh, and you get all that stuff at the base price, without having tofigure out which $2500 “package” you have to explain to your spouse you needafter already spending enough money to remodel three kitchens. It’s such a soliddeal 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 goodnot 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-friendlyproduct, the best I’ve experienced from umlaut-land. Good job KTM.Gabe Ets-Hokin is the Editor of City Bike Magazine, and a frequent freelancecontributor to MotorcycleDaily.com.022614middle1Surj 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 1190Adventure—surprising because all I’d been hearing about this bike was how it wasmind-blowingly awesome and the best all-rounder ever. Ever. All-rounders are mything, so I was a little confused that I didn’t lose my mind over itimmediately.I picked up the bike from Gabe, along with a warning: “Be careful, you’re goingto want one!” I rode it back to my house, thinking how it seemed like aperfectly good bike, but a little underwhelming considering it puts out 150horsepower. 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 itwas in “street” mode, which mellows out the power delivery some. I went throughthe menus, put it in “sport” mode, with ABS and traction control on, and set theelectronically controlled suspension to “one dude and a suitcase,” which Ifigured was about equal to me and the junk in my trunk—easy peasy. I’ve sinceheard a few complaints about the menus being “hard to navigate,” but let me saythis: anyone who has a hard time with these menus probably shouldn’t be riding amotorcycle, or even using a fork and spoon at the same time.In the morning, I rode into San Francisco via the Bay Bridge, my defaultreal-world test: some lane splitting, some freeway, some funky surfaces alongthe way. The bike was again flawless, but no angels came out of the sky toproclaim, “Glory unto the KTM, for it is the greatest bike of all time!” I didnotice that I was catching myself at what some (the fuzz) might callunnecessarily high speeds a little more quickly than usual. I also really likedthe adjustable windscreen, which although not particularly big, did an excellentjob of smoothing out the airflow and eliminating buffeting.I know you’re probably thinking, “What’s wrong with this jerk? He’s so boredwith this incredible motorcycle!” I’m with you! I was starting to wonder ifthere was something was wrong with me, so I called up one of my buddies andinformed him that we needed to head out for the day so I could really ride the1190. We rode for a while, and when we stopped, I confused us both by talking incircles about how I kept waiting for the bike to do something amazing to blow mymind with buckets of awesomeness, but it kept just being totally transparent andeminently rideable. What the hell—shouldn’t 150 horsepower of V-Twin feel morelike fire-breathing madness than surgical precision? Where are theuncontrollable power wheelies and constantly smoking rear tire?After a bit more yapping from me, we hit the road again and all the sudden, thebig KTM and I clicked. Here’s how: I kept catching myself whacking the throttleopen while exiting corners in an idiotic attempt to find the insane accelerationthat 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 completelylost him. In an instant, the KTM was straight-up glorious. Even better: now thatI had made a love connection with the bike, I pulled over, switched it back tosport mode and tore off, fully engaged with the machine and practically gigglinginside my helmet.Here’s what it comes down to: the 1190’s fueling and power delivery are sobuttery smooth that it sometimes doesn’t even feel like it’s doing much, when infact it’s really moving. Maybe that’s why it took me so long to realize howgreat 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 anothercompetent bike. But this is different. KTM calls the 1190 “the world’s safestmotorcycle” which sounds boring and lame, but not only is it safe, it’s also ahell of a good time to ride. Since it’s an adventure tourer, it’s also ready toroll out pretty much anywhere tomorrow morning, whether you’re headed to theoffice or to Alaska. It really is the perfect all-rounder.022614middle2Alan Lapp: 50 years old (feels 80), Shirt size: XXL, Favorite Von Trapp: RupertWhen Gabe dropped off the big orange KTM 1190 Adventure, my excitement waspalpable. I am one of the KTM faithful: I own an ’08 690 Enduro and an ’06300XCW. I have wanted a 950 Adventure since they came out in 2003. However, acareer in graphic design is a sentence of monkish privation for most, so I havenever 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 Iwish the Suzuki could be. Powerful? Check. Quality, long-travel suspension?Check. Really strong brakes? Check. Comfy for long rides? Check. Luggageavailable? Check.In short, the 1190 is awesome. The riding posture felt immediately familiar andcomfortable. The bike is much slimmer between your knees than the V-Strom, anddespite weighing 40 pounds more, the KTM feels significantly lighter, presumablydue to a lower center of gravity. I was so surprised by the weight that I had toverify it from multiple sources: I simply didn’t believe it possible (not surethe 40 pound figure is correct as manufacturer claims are confusing … dry weightmight 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, andextraordinarily civilized. It’s got the most obsequious electronics package ofany I’ve ridden. Like the best servants on Downton Abbey, it operates unseen inthe background with a gentle guiding hand towards the gentlemanly path for thebest possible outcome. In fact, during the first 20 miles with the bike, Iwondered if it had traction control at all. Twist the throttle to the stop, andit blasts forward with no drama whatsoever. You will only notice it when youdeliberately try to misbehave.Whether this skillful intervention is desirable or not is a question of yourmission as a rider. If I had this technology in the early ’90s when I wasroadracing, and the ability to maintain traction at nearly all times, I wouldhave ruled my class! Heck, even if I had just the confidence-inspiring ridequality available from the on-the-fly electronically adjustable damping, I’dhave kicked ass. The range of adjustment is amazing: touring plush to sportbiketaut at the click of a button.However, as a scofflaw citizen, I also like to do other stuff—wheelies andstoppies and spinning up the rear coming out of corners. Not because it’sfast—but because it’s fun. The electronics isolate the rider from these funthings, 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 manufacturerseverywhere 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 couldchange 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 thesettings remain changed after you cycle the power with the key. If I pay morethan $16,000 for a bike, is it too much to ask for it to remember how I like toride? If my 690 is any indication, you’ll have to look to the aftermarket forthis service.I understand that manufacturers are, by nature, conservative. I also perceivethat we consumers have put them in a bind: we vocally desire, and vote with ourwallets for faster, more capable machines. However, just because we can purchasea ridiculously fast bike doesn’t mean that everyone who can afford one isactually skilled enough to operate it. So manufacturers put in these nannydevices, which, in liberal fashion, protect us from ourselves. This is theirony: the 1190 is so very capable, but we are so very protected from using itto 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’rephotographing. “Nah, thanks anyways” is my regular response. I wouldn’t want torisk scratching an expensive piece of hardware.With the KTM 1190 Adventure it was different. The predecessor of this model wasone of the bikes I looked at ten years ago when I ultimately decided on aTriumph 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 beginningat Skyline, all the way to the golf course and back. It’s a wonderful, curvytrip on a bike, so good that many years ago the police posted the best parts at25 mph.The KTM was ergonomically perfectly suited for me, very close in set up to myTiger. So I was comfortable from the start. Because the suspension had been seton “comfy” it felt a little slushy in curves where the suspension wascompressed. Just as with my own bike, I kept pointing my toes up because it feltlike they were about to scrape on the asphalt.Vibration: there’s a big difference between a Big Twin and the triple-poweredTiger. But it wasn’t an unpleasant difference. The KTM just tells you thatyou’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 controlmyself, though with difficulty.Power, torque, and acceleration: I couldn’t believe it! Twisting the throttleeven a little produces a pull that shows these1195cc have been tuned forperformance. Turning around at the golf course and starting back on thatstraight section I lost control (self-control, that is) and yanked the throttleopen in first gear, upshifting whenever a red light flashed on the instrumentpanel. The big KTM took off like a scalded cat. I don’t know what gear I was inwhen I backed off, but the old juices were flowing like they hadn’t in a longtime.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 knowanything else. But read on.The KTM with a full tank of gas weighs about 520 lbs. Put me on it and that 148horsepower is pulling 740 lbs.My wife’s Prius, a small car known for good gas mileage, rather than excitementwhen the light turns green, weighs 3325 pounds with a full tank and me behindthe wheel.Do the math. To get the same high from her Prius as I got from the KTM 1190Adventure, I’ve got to put 665 horsepower under the hood! I can’t guess whatthat alteration would cost. And who in their right mind would ever do it? But Ican 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 yearswhether I needed one or not. The fourth one could well be a KTM Adventure andI’d love to write an article explaining why.Huge thanks to Tom and everybody else at Moore and Sons Motorcycles in SantaCruz

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