ktm 790 duke tft display made in china

It’s an unusual move from KTM to revive a model which they have already superseded (with the 890 Adventure line-up) but the bigger news is this first major wholesale shipping of the model production to China.

The redesign is straight out of Mattighofen and they say, pretty high up the press information to make the point, that the process will be supervised by KTM staff on the ground in China. Transcontinental cooperation is not new for KTM and the main thrust of this new venture with CFMOTO is to feed motorcycles “directly into the furthest corners of the globe” they say.

The original 790 Adventure was a great bike of course, helping forge the then new trend for middleweight Adv bikes. For the 790’s comeback KTM say they wanted even more ‘rideability’ from the LC8c motor that pumps out 95hp at 8,000 rpm and 88Nm at 6,500 rpm but also tweaks that would meet the criteria for Euro 5 emissions targets – even if that claim or aim to reach “further corners of the globe” with this model makes EU emissions regs seem like a side issue.

The 2023 KTM 790 ADVENTURE is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase of rotating mass; an alteration that hasn’t compromised the highly rated agility of the motorcycle.

This is one of the largest modifications to ensure this vibrant generation of the KTM 790 ADVENTURE will be an impeccable choice for moving in, around and then outside of the city limits. The 15,000 km service intervals remain in concrete.

The dependability of the KTM 790 ADVENTURE is hiked with the reworked Power Assist Slipper Clutch with new friction plates and the engine breathes freer with a new airbox.

The bike also benefits from the latest 6D sensor, otherwise known as the Inertia Management Unit, that can be found on larger KTM siblings like the KTM 890 ADVENTURE and KTM 1290 SUPER ADVENTURE models. This sophisticated device informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation and the administration of Ride Modes. In terms of features the KTM 790 ADVENTURE holds very similar billing to its larger sibling: the KTM 890 ADVENTURE.

ABS programs now automatically switch between the Ride Modes, removing the need for more configuration. KTM has installed an innovative ‘DEMO’ function on the 2023 KTM 790 ADVENTURE; owners can trial the full slew of optional riding extras for the first 1,500 km before deciding which settings they’d like to purchase and keep.

A 20-liter tank and potential 450 km fuel economy broadens the horizons of even the hardest adventure rider. For all the time spent in the comfy 2-piece saddle (which can be swapped and augmented through KTM’s PowerParts assortment for single or heated units) the 2023 KTM 790 ADVENTURE provides even more concessions to the eager traveler.

The lights are full LED sets and the dashboard view is brighter and better with the 5” TFT reacting to ambient lighting and utilizing a redesigned menu system of new infographics for faster and easier customization. Syncing the KTMConnect App will now lead to even more beneficial navigational and travel options, such as profiling the ‘top ten’ calls and contacts and adjusting the parameters of turn-by-turn guidance on the go.

As with the forerunner to the 2023 edition, the KTM PowerParts range is plush with KTM 790 ADVENTURE components for protection or aesthetic add-ons. Owners won’t have to consider extra defense against hits and dents to the front of the bike however thanks to the light aluminum engine protector, fitted as standard. The plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.

Every once in a while, a manufacturer introduces a motorcycle that can legitimately hold the title of “game changer.” In 2019, I believe KTM has done so with the 790 Adventure and 790 Adventure R.

What’s so great about the 790 Adventure series? The on-road and off-road experience is perhaps best-in-class, but that all starts with technical excellence. With that in mind, let’s dive into the tech details of the 790 Adventure and 790 Adventure R.

The most talked-about feature of the 790 series is its liquid-cooled 799 cc parallel twin–supposedly designed with high performance in mind, and supposedly (according to Internet rumour) made in China.

In the tech presentation, KTM’s staff were quick to correct us on the latter point–the 790 engines are made in Austria, and always will be, they said. Myth busted! However, the other rumours, about this being a proper, modern engine design, are true.

Parallel twins have a bad reputation for being boring, for sounding cheap, and for underperforming. KTM did dial down the output on the 790 Adventure a bit, when compared to the 790 Duke. It has more emphasis on low-end torque; max output is 65 lb-ft of torque @ 6,600 rpm, building strength through the bottom of the rev range. However, peak horsepower is down to 94 hp @ 8,000 rpm.

Numbers aside, it’s the other things that KTM has done with this engine that are most interesting. There’s a 435-degree firing interval, designed to emulate the firing order of KTM’s big V-twins, with a crank pin offset of 75 degrees. The engine has a DOHC, eight-valve head, with one spark plug per cylinder. The valves are actuated by finger followers, and the chain-driven camshafts are assembled, not forged one-piece units. Supposedly, this saves weight. Cam chain tension is held steady with a hydraulic tensioner.

To keep vibrations down, KTM included two counterbalancers, one driven by the crank and the other driven by the exhaust cam and situated between the two overhead cams.

Like all modern engines, maintenance intervals have been lengthened. KTM says this parallel twin has 15,000-km intervals (just under 10,000 miles) between valve adjustments. Although I never saw an oil change interval in the press information handed out at the launch, KTM 790 Duke owners have a 10,000-km (6,000 mile) oil change interval. However, 790 Adventure owners headed offroad will likely want to keep a closer eye on that,

The pistons are forged, with three piston rings, connected via plain small end bearings. The con rods are forged, then physically cracked to separate the ends, resulting in a superior fit once everything’s bolted back together, or so KTM claims.

The engine has two oil pumps, a scavenge pump and a pressure pump; KTM describes the sump as “semi-dry,” as lubricant is actively scavenged from the crankcase, clutch housing, and gearbox to reduce friction losses and minimize oil aeration.

The clutch is has a power-assisted slipper mechanism, meaning chunky downshifts get evened out without unpleasant results. It’s very easy to pull, and operates via cable, not hydraulics. KTM says this keeps weight down, and it probably keeps the price down as well.

Finally, the bike’s air filter is designed to be easy to change, unlike the system on the 1290 V-twins. KTM says this is supposed to reflect the machine’s intended offroad use.

The frame is made of chrome-moly steel; nothing out-of-the-ordinary here, although KTM’s staff said it was a challenge to make the frame flex, but not the engine, as the engine is a stressed member of the chassis. Nothing surprising, though, and neither is KTM’s staff’s assertion that the steel trellis subframe can handle a decent load of passengers and luggage combined. You’d expect that of any bike in this class.

The KTM 790 Adventure has non-adjustable 43 mm WP 43mm Apex open-cartridge forks, with no adjustability. The rear shock is also a WP Apex unit, with progressive damping instead of a linkage. It’s adjustable for preload only, via a ring collar arrangement.

This is a bit surprising, as KTM usually includes adjustable suspension on its models, but I think KTM reckons the people buying this bike can’t really be fussed to mess around with their suspension, or they’d probably bugger it up if they did.

The KTM 790 Adventure R has fully-adjustable Xplor forks, also from WP. This is the same sophisticated suspension KTM has on its EXC-F and XC-W performance machines, but beefed up to handle the extra weight of the 790. One leg handles rebound duty, the other handles compression; riders can adjust the damping in each leg via dials on the top of the fork. The Xplor rear shock has adjustment for high-speed and low-speed compression and rebound damping, and preload.

That’s a weird-looking fuel tank! However, its design works very well at centralizing weight, and KTM says it can take a beating without springing a leak. Photo: KTM

The bodywork itself is just standard KTM stuff, with the colours in the plastics to avoid some of the damage from scratching. Nothing spectacular. The windshield on the 790 Adventure is higher, to deal with windblast during the long highway miles, and the Adventure R has a shorter windshield so you don’t hurt yourself when/if you go over the bars while offroading, accidentally hitting the screen. Both windshields have 40 mm of adjustability. To adjust them, you must get off the bike and undo a screw on the front of the screen. Both windshields can be interchanged.

Nothing remarkable, until you get to the gas tank itself. KTM’s really gone out on a limb here, with a massive fuel tank that sits over the engine and frame like an upside-down U. The innovative design means most of the gas is held low, in front of your legs, in the position you’d normally see the cylinders of a BMW boxer.

It seems a bit sketchy, and when the first drawings and photos of this design hit the Internet, people thought it was crazy. However, KTM’s development riders swear they’ve been unable to destroy the tank in crashes, despite its low-slung design. At least it’s given a measure of safety from bolt-on plastic guards.

The fuel tank has 5.3 gallons capacity (20 litres), which KTM says is good for a maximum range of 450 km. If my math is right, that’s roughly 53 mpg for fuel economy, under ideal conditions.

As you’d expect, the KTM 790 Adventure and KTM 790 Adventure R come with leaning ABS. Unlike some of the competition, it’s standard equipment on these bikes. The ABS also has an Offroad mode (front tire on, rear wheel off), and can be switched off altogether.

Along with leaning ABS, KTM also included a traction control system that’s lean-sensitive, detecting if the rear wheel is spinning faster than it should be, and discreetly cutting power when that happens. The traction control’s level of intervention is set automatically through the motorcycle’s riding modes, and can be manually controlled through Rally riding mode.

Then there’s Rally mode, which comes on the 790 Adventure R, but can be added onto the 790 Adventure as an option. Basically, Rally mode allows the rider to choose their level of throttle input (Street, Rain or Offroad), but also control their level of rear wheel slip on the fly, via the controls on the left handlebar.

It’s actually quite slick once you’ve played with it a while, just like the whole electronics system in general. This bike’s onboard electronics are much easier than the systems used on Euro bikes only a generation ago; the switch from LCD gauges to TFT screens has helped here.

Of course, all these developments are possible due to onboard lean angle sensor and accelerometer, as well as throttle-by-wire. The throttle-by-wire also allows for a Quickshifter+ system, which enables clutchless upshifting and downshifting without blipping the throttle. It’s actually built into each 790 Adventure, but to use it, you’ve got to pay a dealership to unlock the software.

KTM also included a Motor Slip Regulation system on the 790 series, which it describes as a “reverse traction control.” This system determines if you’re about to lose rear wheel traction due to a quickdownshift or quickly cutting the throttle, then stops the engine from building excessive drag torque by feeding enough throttle to keep deceleration stable. Again, another advantage of throttle-by-wire.

Alas, you’d think cruise control would be standard on these machines, but it is not, as KTM has to add an electronic widget to enable it. That means it’s an add-on you’ll pay extra for.

Both bikes come with an auto-darkening 5-inch TFT screen as standard, with a customizable display. You can control the KTM MY RIDE app through this screen, managing music or navigation duties, or taking incoming calls (it won’t let you make outgoing calls).

The 790 Adventure and 790 Adventure R both roll on tubeless tires, with 18-inch rear and 21-inch front. The Adventure has Avon Trailriders for tires, the Adventure R has Metzeler Karoo 3s.

There are two possible seat heights (830-850 mm) for the 790 Adventure, and it has a two-piece seat. The Adventure R has a one-piece seat, set at 880 mm, with a rally-style one-piece seat available as an accessory.

Other accessories include hard luggage, an Akrapovic can (the full race exhaust available for the Duke 790 won’t fit with the Adventure’s skidplate), various bits of armour, and upgraded footpegs.

KTM claims both machines have a 417-lb dry weight, and unofficially, we understand the wet weight is at 450 lbs. That’s barely more than a fuelled-up KLR650, just for the sake of reference, which came in around 430 lb wet. Claimed wet weight on the BMW F850 GS Adventure is around 500 lbs, as is the Honda Africa Twin.

MSRP is $12,499 for the 790 Adventure, $13,499 for the 790 Adventure R in the US. Canadian pricing is a bargain by comparison, at $13,499 CAD for the 790 Adventure and $14,599 for the 790 Adventure R.

Over the past year, anticipation over the KTM 790 Duke’s India arrival grew to a fever pitch, but the launch announcement of its introductory 8.64 lakh price tag (ex-showroom) certainly put a dampener on the proceedings. After all, we simply expect KTM to offer exceptional pricing in our market. Nevertheless, this is a KTM, so game-changing price or not, the 790 Duke is bound to be one intense ride. Question is, will it be special enough to justify the price?

There’s reason to believe that it will the moment you take a look at it, because the 790 Duke looks incredibly purposeful in its presence and stance. KTM wants this bike to be the lightest, most precise tool in the box; and the design reflects this through its completely minimal clothing. Whatever body panels the bike does wear look lethal sharp and things like the tall fuel tank, edgy extensions, upswept exhaust and chunky swingarm add heaps of character. At the same time, the rear looks quite bland and I wish the 390-style LED headlight and mirrors had their own identity. Still, the overall effect carries the trademark KTM-style aggression and quality levels are quite good as well, especially in areas like the TFT display and the adjustable brake levers, both different from the 390 Duke.

Sharp theme aside, the standout factor is that this motorcycle is really quite compact, and you feel that the moment you sit on it. The effect is so strong that if, for some reason, you find yourself blindfolded, it’d be a little hard to tell whether you’re sitting on a 390 or a 790. At the same time, I find that the riding position is quite spacious and while the ergonomics are reasonably sporty, neither the foot pegs nor the handlebar are extreme in their positioning. The 825mm seat height may put some off, but the slim form factor makes it a little easier to get the feet down.

It isn’t easy to get an 800cc motorcycle to feel this svelte around the waist, and KTM has made a couple of very interesting decisions to achieve this – starting with the frame. The 790 doesn’t use a trellis frame, which is something you’ll see on almost every road-going KTM and even their MotoGP bike. The frame is still built out of tubular steel, but it"s a smaller, seemingly simpler unit with two spars on top and it uses the engine as a stressed member. The result is a main frame that weighs just 8.8kg, while the smart-looking aluminium subframe is just 1.7kg per side.

The 790 also stands out, being the first-ever KTM to use a parallel-twin motor – another decision taken for size and packaging advantages, as well as price advantages over V-twin motors. Parallel twins also have the advantage of being cheaper to both produce and maintain. This 8-valve DOHC motor displaces 799cc and runs a high compression ratio of 12.7:1 which helps it put out 105hp and 87Nm of torque. The bike"s power figure is the lowest in its segment, but the torque figure is almost class-leading and that’s what defines the riding experience.

When it comes to character, KTM has gone down the increasingly popular path of using an uneven firing order to give the engine a more textured sound and feel that is quite reminiscent of its V-twins. The result is a loud, angry and quite likeable beat from the exhaust. The motor is much smoother than the sound would have you believe, and vibration levels are very well-controlled, thanks to the use of two balancer shafts. From some brief slow-speed riding in the pit lane, it also seems quite content to ride quite smoothly at low revs, especially in Rain mode. There are four riding modes in total, and Rain offers a 2 percent drop in power with very mellow responses, while Street Sport and Track offer increasing levels of throttle aggression as you go up.

The motor is very enjoyable to wring out and short gearing only serves to further exaggerate the 790’s superb low- and mid-range punch. You have to be quick with chasing gears through the 6-speed transmission, especially because the engine charges into the redline at just 9,500rpm. Out on Bajaj’s test track, the acceleration through the tight sections was intoxicating and the bike topped out at about 230kph, which seems close to what the actual top speed would be.

But as much of a joy this engine is, it"s the chassis that is the real star. The bike feels far more compact than any of its rivals and the sense of lightness and agility is amazing. With a kerb weight of about 187kg, the 790 Duke is on par with the Street Triple as the lightest in class on paper, but it feels noticeably lighter when you’re actually riding the bike.

Then it’s no surprise that the 790 leaps into corners with absolutely minimal effort and changes directions lightning-fast as well. The good news is that this doesn’t come at the expense of stability; partly because this bike has among the longest wheelbases in its class. It also helps that there’s a steering damper to help prevent the handlebar from getting too loose and wild.

The WP suspension offers only pre-load adjustment for the rear shock – which is a bit disappointing, but the set-up is very nicely balanced. The bike feels confident and well-damped, but neither end comes across as too stiff. It should be decently pliant on the street, but on track, the 790 is such an enjoyable toy. None of its rivals feel this effortless, and I can’t remember the last time I got my knee down so easily on a motorcycle. At the same time, it doesn’t quite pack superbike levels of suspension, brake and tyre sophistication, as something like the Triumph Street Triple RS would – we’ll have to wait for a 790 Duke R for that.

It is still very competent though and when it is time to slow down, the J.Juan brakes work really well. They don’t have ultra sharp bite, but they’re strong and pack good progression and feel. It’s a similar story with the Maxxis tyres – they aren’t track focused, but are capable in the dry and don’t feel like a compromise. Even when the rear tyre did find its limit, the 790 brings forth the next trick up its sleeve.

The next trick would be the electronics package and you simply won’t find a more comprehensive or sophisticated set of assists on any motorcycle at this price. The first three riding modes are preset, but Track mode allows you plenty of customisation. Within the mode, you can tweak the throttle response (I found "Track" too sharp, but "Sport" worked nicely) and disengage the wheelie control, making first-gear power wheelies a regular affair. There’s even a launch control system, although this becomes active only after the bike crosses the first 1,000km, so we couldn’t try that out on the fresh machines we had to ride. What I liked most is that you can shift between 9 levels of traction control in track mode using just the up/down arrow buttons on the handlebar, even when on the move. There’s also a bi-directional quickshifter which works quite well and the 790 also uses an IMU, so the traction control system is corner-sensitive, as is the ABS. If you like, the rear ABS can be deactivated, but the entire system can’t be turned off.

While it’s a proper little thriller on the track, the 790 is primarily a street bike and there are several suggestions that it might make for a very nice one, even on our roads. The turning radius is quite tight, the clutch is light and the engine’s low speed manners seem far smoother than the 390 Duke. 185cm of ground clearance should make it speed-breaker immune as well. What remains to be seen is just how hot things will get for the rider and pillion in city traffic.

For now, the 790 has exceeded my expectations. This is a KTM, so it’s easy to expect an action-packed ride, but the overall package appears to appeal well beyond the scope of just performance. As for the price – yes, it certainly isn’t as affordable as we hoped, but over the past seven years, KTM has taught us to expect thrilling performance at an unbelievable price. Unfortunately, the 790 comes to India as a CKD, with minimal localisation restricted to things like the engine and saree guards.

If you look at international pricing though, the 790 is positioned above its four-cylinder Japanese rivals and below the Euro competition from Triumph and Ducati, which is the case in our market as well. If anything – it highlights that the Street Triple range is far too expensive in India. In that sense, the price can be reasoned and while this KTM doesn’t offer irresistible pricing, it does a superb job of making you fall in love with the riding experience.

KTM first introduced the 790 Duke to Canada in 2017, and then replaced it a couple of years later with the 890 platform. Now, the 790 Duke is coming back to Canada for 2023, in updated form.

Judging by KTM’s press release, it appears the 790 Duke is intended to once again be the base model in the LC8c lineup, with the 890 Duke R positioned as a more high-spec version of the platform. There is no comment yet on whether or not we will also see a 790 Adventure return to the lineup, as that machine was replaced by the 890 Adventure and we’ve seen no indication that will change.

At one point, the story was thatthese newer 790 models would be built in China, as part of KTM’s partnership with CFMoto. CFMoto certainly builds KTM-branded bikes for its home market, but we’ve seen no confirmation that the new 790 models coming to Canada will be made in China.

In base form, the new 790 Duke will have cornering-sensitive traction control and ABS (with Supermoto mode, allowing you to lock the rear wheel), along with Rain, Street and Sport ride modes, all-LED lighting, and a 5-inch TFT screen. KTM’s Quickshifter+ is available as an option (for clutchless upshifts and downshifts), along with adjustable engine braking, tire pressure monitoring, cruise control and a Track mode.

Good news! The updated 1290 Super Duke GT, which European customers got last summer, is coming to Canada for 2023, once again bringing the attitude of a hypernaked roadster with minimal touring accoutrements tacked on.

The 1301 cc V-twin is reworked, to meet new emissions standards, and the bike once again comes with WP Apex semi-active suspension, allowing the rider to select electro-adjusted preload for Rider, Rider & Pillion, Rider & Luggage or Rider, Pillion & Luggage weights. Anti-dive function also comes standard. There’s a new 7-inch TFT screen and new switchgear, new (lighter) wheels, new ContiSportAttack 4 tires, and Sygic-powered Turn-by-Turn PLUS navigation. This bike certainly sounds like a lot of fun—the outgoing model sure was—but we haven’t seen a price tag for this machine either, or an arrival date. More info and specs here.

With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics.

Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction.

The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road.

Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension.

The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider.

Thanks to the TFT display, riders who need to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides.

KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat height (32.7″), road-oriented tires, bigger windscreen and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain.

Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is to be announced.

With the introduction of the KTM 790 ADVENTURE R, the READY TO RACE company attempts to set the bar when it comes to performance and capability in the Adventure Segment. According to KTM their goal was clear; to provide a serious off-road motorcycle for adventure riders who want to tackle a wide range of challenging terrain, all while being supported by comfortable long-distance travel ergonomics and the convenience of sophisticated electronics.

Powered by the compact 799 cc LC8c parallel twin engine – introduced in the KTM 790 DUKE – pumping out 95 hp, the revised powerplant is focused on a wide powerband of usable torque. The ride by wire technology and advanced electronics provide riders a choice of Street, Offroad, Rain and Rally ride modes in order to match the conditions and terrain. In the new ‘Rally’ mode, traction control can be adjusted with 9 levels. With these settings, the slippage allowed can be very precisely matched to the condition of the terrain, the skill level of the rider and the requirements of the ride. Lean angle sensitivity is also in attendance, helping the motorcycle traction control (MTC) and cornering ABS to function literally on the edge of traction.

The compact powerplant gave KTM engineers and KISKA designers the freedom to build an agile and responsive chassis around it. Attention was paid to weight reduction and rider ergonomics; providing comfort over distance and the feel of full control both on- and off-road.

Specially-developed heavy duty – yet lightweight – spoked wheels are in dirt-biased sizes; 21″ front and 18″ rear, fitted with Metzeler Karoo 3 dual sport tires. These hang from the premium WP XPLOR suspension to give the highest ground clearance (10.4 inches) and longest suspension travel in its segment; the KTM 790 ADVENTURE R has 9.5 inches of movement available at each end of its fully adjustable suspension.

The KTM 790 ADVENTURE R is also equipped with the state-of-the-art TFT display. Easily readable in all conditions, the full color, 5″ screen’s configuration is variable and automatically adapts to changes in environmental light. The main information is arranged in a position where the rider can immediately see it, while additional displayed information can be chosen by the rider.

Thanks to the TFT display, riders who need to stay connected, entertained and on the right path can use the integrated KTM MY RIDE system. This allows pairing with a smartphone for receiving (or rejecting) phone calls, listening to music and, using the optional app, navigating with on screen turn-by-turn directions along with audio prompts. Convenience can be further enhanced by adding the optional quickshifter for clutchless up and down shifts and optional cruise control for more comfortable long-distance highway rides.

KTM also announced a new more touring oriented “Standard” model that sits next to the 790 Adventure R in the lineup. The 790 Adventure boasts a nearly 2-inch lower seat height (32.7″), road-oriented tires, bigger windscreen and less suspension travel (7.9″/7.9″). We expect the 790 Adventure to be a more approachable, confidence-inspiring adventure machine that will still retain much of the off-road capability of the 790 Adventure R. While the KTM 790 Adventure R is designed for those that are looking for a no-compromise off-road machine for more challenging terrain.

Both KTM 790 Adventure and 790 Adventure R models are set to hit North American dealerships in spring of 2019. Pricing for both models is to be announced.

KTM India will be at the India Bike Week where KTM is expected to unveil a couple of new bikes, with a “surprise” thrown in. It could well be the new KTM 790 Adventure. If at all, KTM India decides to launch the new 790 Adventure in India, priced right, it certainly has the promise to take the fight to established rivals in the middleweight adventure bike segment in India. Global prices are yet to be announced for the 2023 KTM 790 Adventure.

The bodywork of the motorcycle has been updated with larger fairings and the windscreen has been made larger to provide better wind protection to the rider. The lighting is all-LED and the 5-inch TFT screen for the instrument cluster is brighter and comes with an ambient light sensor. The user interface is also redesigned with a new menu system and infographics. KTM says that this would help in navigating through the user interface faster. There is also KTMConnect application that would provide turn-by-turn navigation and other information.

The tyres are now sourced from Pirelli and they are Scorpion STR tyres with large tread blocks and they are also off-road focused. Earlier, the motorcycle was equipped with Continental tyres. KTM has also added a ‘DEMO’ function on the 790 Adventure so the owners can try the full slew of optional riding extras for the first 1,500 km before deciding which settings they’d like to purchase and keep. Moreover, the ABS automatically turns on or off when the rider changes the riding mode.

The fuel tank of the KTM 790 Adventure measures 20 litres which gives a potential riding range of around 450 km. The motorcycle uses a split seat setup but KTM is offering a single-piece and heated seats as PowerParts. The engine now breathes better because of the new airbox. The LC8c engine now puts out 93 bhp of max power and 88 Nm of peak torque.

KTM AG (Kronreif & Trunkenpolz Mattighofen) formerly KTM Sportmotorcycle AGAustrian motorcycle, bicycle and sports car manufacturer owned by Pierer Mobility AG and the Indian manufacturer Bajaj Auto. It was formed in 1992 but traces its foundation to as early as 1934. Today, KTM AG is the parent company of the KTM Group, consisting of a number of motorcycle brands.

KTM is known for its off-road motorcycles (enduro, motocross and supermoto). Since the late 1990s, it has expanded into street motorcycle production and developing sports cars – namely the X-Bow. In 2015, KTM sold almost as many street as off-road bikes.

The company secured its first racing title in the 1954 Austrian 125cc national championship.International Six Days Trials, where Egon Dornauer won a gold medal on a KTM machine.

In 1957, KTM built its first sports motorcycle, the Trophy 125cc.moped, named Mecky, was launched in 1957, followed by Ponny I in 1960 and Ponny II in 1962 and Comet in 1963.

As the company continued to expand, the workforce totalled 400 in 1971, and forty years after it was founded, KTM was offering 42 different models. Additionally, KTM was able to produce motorcycles for the racing industry. During the 1970s and 80s, KTM also started to develop and produce engines and radiators. Radiators sold to European car manufacturers constituted a sizable part of the company"s business in the 1980s.

In 1992, the company was split into four new entities: KTM Sportmotorcycle GmbH (motorcycles division), KTM Fahrrad GmbH (bicycles division), KTM Kühler GmbH (radiators division) and KTM Werkzeugbau GmbH (tooling division).

Now owned by KTM Motorradholding GmbH, which was formed by Cross Holding (a Cross Industries daughter), and other investors, KTM Sportmotorcycle GmbH started operation in 1992 and later took over the sibling tooling division KTM Werkzeugbau. In the following years, while steadily increasing production and turnover, investing in new production and R&D facilities,Cross Industries owner Stefan Pierer.

In 1994, KTM started production of the Duke series of road motorcycles, in 1996, KTM motocross machines were first decked out in KTM"s signature orange color,Supermoto and Adventure motorcycles. In 2007, the company debuted the KTM X-Bow sports car.

In 2013, KTM acquired the formerly Swedish motorcycle maker Husqvarna Motorcycles from its prior owner BMW Motorrad AG.Husaberg into Husqvarna Motorcycles from which it had spun off in the 1990s when Husqvarna was sold to the Italian company Cagiva.

As the final result of the restructuring process, KTM Motorradholding GmbH had become KTM AG in 2012. In 2015, KTM generated a turnover of over 1 billion Euro and employed 2515 people by the end of that year.KTM Sportmotorcycle GmbH, KTM Werkzeugbau GmbH and KTM Kühler GmbH (today WP Radiators). KTM Fahrrad GmbH (KTM Bike Industries) remains an independent company and is owned by Chinese investors. KTM-Group today contains the brands KTM, Husqvarna Motorcycles and GasGas Motorcycles.

Furthermore, KTM Sportmotorcycle GmbH and Husqvarna Motorcycles GmbH operate 24 and 8 distribution subsidiaries worldwide, respectively, most of them in European and Asian countries and in the US.

KTM started exporting their GS model to the US in 1968 through an American importer, John Penton under the Penton brand. This joint venture lasted until KTM established KTM America Inc. in Ohio in 1978.

In 2005, KTM-Sportmotocycle began a partnership with ATV manufacturer Polaris Industries with the goal of shared research, and more importantly shared distribution networks. This partnership was a two-year trial arrangement, at the end of which both parties had the option of merging the two companies into one.

In 2006, KTM announced that the partnership with Polaris had been downgraded, and would instead only supply their 450cc and 510cc RFS engines to Polaris.

In January 2008, Bajaj announced that it would jointly develop two new 125cc and 200cc bikes for Europe and the Far East. The bikes would be badged KTM.

KTM entered motorsports competing in motocross racing. KTM won its first championship in 1974 when Guennady Moisseev claimed the 250cc Motocross World Championship.world titles since 1990. With Ryan Dungey"s 2015, 2016 and 2017 victories in the supercross world championship, KTM gained a successful presence in supercross racing as well. In 1994, a KTM factory team debuted at the Dakar Rally. In 1998, KTM riders won second to twelfth place. With consecutive wins from 2001 to 2019, the manufacturer has dominated the rally for 18 years now. KTM teams successfully compete in other rally raid events like the Atlas Rally or the Rallye du Maroc. KTM has won 37 cross country rallies world titles since 2003 and has won the FIM Cross-Country Rallies World Championship 15 times, most recently in 2015.

In 2003, KTM started sponsoring and supporting road racing in various capacities, with the most successful results stemming from their supermoto efforts. From 2003 to 2009, a KTM factory team competed in the 125 cc class of the motorcycle Grands Prix, and between 2005 and 2008 in the 250 cc class. Notable successes in the 125 cc class were the second and third place in the overall ranking scored in 2005 by KTM riders Mika Kallio and Gábor Talmácsi, the second place in 2006 by Mika Kallio, the third place in 2007 by Tomoyoshi Koyama and the 2005 KTM victory in the 125 cc constructor"s championship. In the 250 cc class, Mika Kallio won third place in 2008. Since the first Rookies Cup season in 2007, KTM has supplied the bike for the Red Bull MotoGP Rookies Cup. In 2009, KTM announced their withdrawal from Grand Prix motorcycle racing in all classes, and did not return until 2012 in the new Moto3 class.

In 2012, KTM won the Moto3 manufacturers" championship. During the next season, KTM riders prevailed in every race of the Moto3 class and won the world title as well as second and third place, making KTM the obvious victor of the manufacturers" standing. KTM won the manufacturer title in the 2014 and 2016 as well as the world title in 2016 in the Moto3 class. Starting in 2017, KTM fields bikes in both MotoGP and Moto2 classes as well. The main class team features Bradley Smith and Pol Espargaró as full-season riders, and Mika Kallio as wildcard rider. The Moto2 KTM Ajo team features Miguel Oliveira and Brad Binder.

Steadfastly independent and confident of their company"s abilities, KTM chose to use a steel trellis frame where all other manufacturers used aluminum. In addition, KTM insisted on developing their own racing suspension through their WP subsidiary (all other manufacturers used Öhlins). KTM demonstrated their prowess in doing things their own way by winning their first Moto GP premier class race on August 9, 2020, with rookie Brad Binder crossing the finish line in first place.

KTM"s official company/team colours are orange, black and silver. To create a strong brand identity, all competition-ready KTMs come from the factory with bright orange plastic with "KTM" emblazoned on the side of the radiator shrouds. All KTM bikes also come from the factory with a Motorex sticker on the outside of the motor. All first fills of oil come from Motorex as well. Some official KTM teams use different colors for their bikes, most noticeably in the Dakar Rally.

KTM manufactures a wide range of off-road motorcycles. Not all of their models are available in every country. The following section lists bikes that are sold in the US.

Enduro – The street-legal EXC enduro versions of KTM"s XC cross-country bikes are supplied with plusher non-linkage suspensions, a wider-ratio gear box and lights.

Free Ride – A KTM original class of off-road motorcycle that could be described as a cross between Enduro and trials bikes. The Freeride 250R is powered by a lighter, modified version of the 250 EXC Enduro engine and has a specially developed six-speed gearbox with close transmission ratios in the lower gears and a wide ratio for the sixth gear.

New European emission laws have increased the pressure on two-stroke bikes, as their engines are less fuel efficient and produce more pollution than four-stroke engines. However, with newer advances in technology, two-strokes have begun to burn cleaner and pass stricter environmental standards. Starting in 2017, all newly registered motorcycles must conform with the Euro 4 regulations for emissions management. In May 2017, KTM unveiled a new two-stroke engine with direct fuel injection. By pressure-injecting an electronically controlled amount of fuel into the transfer port of the cylinder, the new TPI (transfer port injection) engines will be more fuel efficient and cleaner than classic carburetor two-stroke engines, albeit more complex and expensive. By 2018, 250 and 300 EXC TPI enduro models will be powered by the new engine.

Supermoto – KTM was the first manufacturer to offer a competition-ready supermoto bike to the public. However, the company stopped supermoto production in 2016 to focus on stock 690 SMC R machines. For the 2019 Model year, the 690 SMC R model was completely renewed. The bike now has the latest version of the single cylinder LC4 power unit, introduced for the MY2016 Duke. The previous supermoto models included the 625 SMC and the race version 560 SMR. The 141 kg light 690 SMC R model has a 48 kW liquid-cooled one-cylinder four-stroke motor (LC4) and a hydraulically actuated APTC slipper clutch.

Adventure tourers – KTM currently produces the 1090 Adventure, 790 Adventure, and 1290 Super Adventure dual-sport adventure bikes in versions with different seat height, wheels and suspensions that endow the machines with a road (S), off-road (R – for rally) or touring (T) bias.

The 1090 Adventure and 1290 Super Adventure bikes are powered by 75 degree V-twin four-stroke motors (LC8). The 790 Adventure is powered by the new LC8c parallel twin four-stroke motor. All 3 feature a slipper clutch, electronically controlled riding modes (sport, street and rain) with the 1290 and 790 featuring a TFT display and the 1090 featuring a twin (analog plus LCD) display.

Sports tourer – The KTM sports tourer 1290 Superduke GT (Gran Turismo) is a version of the 1290 Superduke R naked bike that has been modified for more touring comfort with a longer and more robust frame, modified handlebar, larger fuel tank and modified 75 degree V-twin four-stroke LC8 motor. Like the 1290 Super Adventure, the 1290 Superduke GT features three electronically controlled riding modes.

Naked bikes – With the Duke and Superduke models, KTM currently offers naked bikes with 125, 200, 250, 390, 690, 790, 890 and 1290 cc displacement. The 125 (not available in the US), 200, 250, 390 and 690 and 690 R Duke models have a single-cylinder four-stroke LC4 motor. The 790, 890 Duke use a new twin-parallel engine. The 1290 R Superduke model is equipped with a 75 degree V-twin four-stroke motor (LC8).

200, 250 and 390 Duke models are currently produced by Bajaj Auto in Pune, India.The 250 is only available in Asia, with only the Duke 390 and Duke 200 being exported to European countries and North America. The Duke 200 2020 model is now available in the United States and has a new redesigned 200 cc displacement engine.

Supersport – KTM sport bikes currently offered in the supersport category include the RC 125 (not available in the US) and the RC 390. Both are street-legal versions of bikes that compete in street races. With the RC16, KTM has presented a 1000 cc sport bike that will race in the MotoGP class of the 2017 Road Racing World Championship Grand Prix.

Superbike – Currently, KTM has retired from superbike production and competitions.1190 RC8 superbike, a light, powerful homologated (street-legal) bike for superbike competitions with an LC8 motor and without any of the electronic driving aids that the otherwise comparable Superduke and Super Adventure models offer.

Since 1992,KISKA, a Salzburg-based design firm. KISKA also designed four versions of the X-Bow and is responsible for the overall branding for KTM and Husqvarna.

The KTM X-Bow (pronounced cross-bow) is a series of lightweight, two-seater sports cars known as the X-Bow R, the X-Bow RR, the X-Bow GT and the X-BOW GT4.Audi engine and a carbon fibre chassis developed in cooperation with Italian racing car manufacturer Dallara, making it the world"s first street-legal car with a full carbon fibre monocoque.

Leading that charge has been KTM, with the company finally releasing its two-pronged ADV attack with the KTM 790 Adventure and KTM 790 Adventure R motorcycles.

Packed with features, and touted to have high-performance, we knew the KTM was going to get aggressive on the pricing of its 790 models, and now we know how aggressive those price tags will be in the USA.

With pricing leaked on the KTM Twins forum, we can see that the KTM 790 Adventure will cost $12,499 MSRP, while the KTM 790 Adventure R will come in at $13,499 MSRP.

Both of those price tags are basically at the bottom-end of the pricing spectrum for their respective segments (only the bare-bones Triumph Tiger 800 XR comes in cheaper), but the magic of the KTM 790 Adventure lineup is that the Austrians have laden these machines with a ton of features.

There are also three riding modes standard on both bikes, with a fourth “Rally” mode available on the base model, which comes standard on the R bike. The dash is handled by a 5″ TFT display.

On the KTM 790 Adventure R though, the front forks are the WP Suspension XPLOR pieces, with 9.5″ (240mm) of travel. Matching that, the rear shock also has 9.5″ (240mm) of travel.

One of the big visual elements on the 790 Adventure are the low-slung fuel tanks, which are surely going to improve handling on the already featherweight machine. As you can see in our charts below, the KTM 790 Adventure R stands 50+ lbs lighter than its nearest competitor.

Moving across the chart, it is hard not to find a spec-sheet dimension where the KTM doesn’t lead, but it is the price per performance matrix that really sets the KTM 790 Adventure and KTM 790 Adventure R apart.

KTM is able to achieve this by developing the 790 platform, which already includes the KTM 790 Duke, and is expected to include other models in the coming years.

KTM has made its business on being the “Ready to Race” dirt bike brand, and the Austrians have taken over the ADV segment with six adventure-touring bikes, ranging from the KTM 690 Enduro R to the KTM 1290 Adventure R.

As such, the 790 bikes allow KTM to leave no quarter in this hot two-wheeled space, and one thing is for certain: no one is still thinking about thelate-to-the-party Yamaha Ténéré 700.

Known for their off-road prowess, KTM has always led the industry when it comes to all things offroad. This makes their diverse range of ADV motorcycles especially deadly when considering their massive lineup of MX bikes alone.

In addition to their successful line of Adventure-style motorcycles, KTM has also experimented with some seriously fun short-wheelbase naked models in the Duke series which pleastly combine fun and performance into wide displacement range of naked sportbikes.

KTM’s track weapon is back and even better for 2023. Race-prepped right out of the box, upgrades for the 2023 version primarily focus on the LC8c engine. Power is bumped to 135 hp thanks to a host of new titanium components, increased compression, and larger 48mm throttle bodies.

The 2023 bike’s engine and handling have astounding room for modification and improvement. A 43mm WP Apex Pro 7543 fork and 7746 shock are both completely adjustable, the triple-clamp offset may be changed to further alter the bike’s characteristics. A new titanium Akrapovič exhaust system helps keep the weight down to 313 pounds dry. The new AiM MXS 1.2 racing display has an integrated datalogger and access to settings for the traction control, throttle mapping, and engine braking.

KTM produced 100 bikes for the 2022 model year and they sold out in less than 5 minutes. For 2023 they are building 200 bikes but you will need to be fast if you want to claim one for yourself.

To provide something more attainable to the average consumer, KTM has a race-bred RC 390 for easy track days. Lightweight, fun, and adequately powered; the RC 390 was also developed with track-day times in mind. More importantly, this little full-fairing beast is street legal.

The R is fitted with a shorty windscreen hiding the huge 7” TFT display. The screen allows endless adjustments to WP Semi Active suspension, traction settings, brake settings, and even radar controlled cruise control. The 1290 Super Adventure R is packed with tech, keeping it a premium choice for epic off-road adventure.

With 105hp from the 889cc LC8 engine, the KTM 890 ADVENTURE’s engine and traction control characteristics can be changed by switching between STREET, OFFROAD, RAIN, and an optional RALLY mode. The rider is given the chance to test out the full range of optional Rider Aids for the first 1,500 km before deciding whether to buy and keep them permanently thanks to an innovative DEMO setting.

The KTM 890 ADVENTURE takes adventure travel seriously. The KTM 890 ADVENTURE, which has been updated for 2023, offers unparalleled rideability on anything from motorways to steep gravel switchbacks. The 2023 KTM 890 ADVENTURE is equipped with redesigned adjustable suspension, better seat comfort, and wind protection and is ready to take you to uncharted territory.

The updated 5″ TFT display has a new software system with revamped menus and infographics that makes changing the behavior of the KTM 890 ADVENTURE much easier. The lighting adjusts its brightness in response to the surroundings, and improved synchronization between the TFT and the KTMconnect App makes it easier and more intuitive than ever to view Turn-by-Turn+ navigation directions, listen to audio, and make calls.

The 2023 KTM 690 Enduro R is powered by the Austrian manufacturer’s LC4 engine. The largest-displacement single-cylinder dual-sport production bike at 693cc.

Dual balancer shafts, a power-assist slipper clutch (PASC), a six-speed gearbox, ride-by-wire technology, and quickshift are among the features of the fuel-injected liquid-cooled SOHC four-stroke. KTM always sports serious electronic features, including lean-angle-sensitive motorcycle traction control (MTC) optional off-road ABS, cornering ABS, and street and off-road ride modes.

The biggest update for 2023 KTM 690 Enduro R would be the updated aesthetics. Taking styling cues from the competition enduro range, new colours on the bodywork are based on the EXC family.

Imagine the KTM 1290 SUPER DUKE GT as a plush long-distance Beast. It consumes asphalt and racing lines with no effort because of its powerful LC8 V-twin engine, which produces enormous amounts of horsepower and torque. The KTM 1290 SUPER DUKE GT is a one-of-a-kind weapon when it comes to comfortably covering ground at speed.

The KTM 1290 SUPER DUKE GT sports an extremely user-friendly WP APEX semi-active suspension that is designed for long-distance touring. The logic enables users to configure the suspension for one of four real-world riding scenarios: RIDER, RIDER & PILLION, RIDER & LUGGAGE, or RIDER, PILLION & LUGGAGE. Also included as standard equipment is the anti-dive function.

The Turn-by-Turn PLUS navigation system, which will further improve the touring experience, will be unveiled for the first time on the KTM 1290 SUPER DUKE GT. Using KTMconnect, you can access TBT+. Riders will be able to navigate more efficiently thanks to the projection of navigational directions straight into the new 7-inch TFT display.

The Beast continues to evolve, and for 2023 that means a wee bit of trimming. The KTM 1290 Super Duke R EVO is all about pushing the absolute limit in every aspect. KTM managed to find ways to push the limits of weight by shaving 1.7 lbs off the crankcase which now has the motor and linkage mounts integrated into the structure. Another 4.4 lbs was found thanks to thicker-diameter steel tubes with thinner walls to form the chassis of the Beast.

Every electronic goodie available is fitted to the Super Duke R EVO, and every single one is needed to have any hope of controlling the 180hp 1301cc LC8 V-Twin just awaiting your courage to fully twist the Ride-By-Wire throttle. The experience on the Beast is perfected with the Semi-Active WP suspension and 4-piston Brembo Stylema brakes. To access and adjust all this electronic goodness is a bright, intuitive TFT display and tactile menu switch fitted to the left grip.

With 121 hp and 99 Nm of torque on tap, KTM provides 4 selectable rider modes, traction control (MTC) and an optional Quicksifter +. The 890 Duke R is the standard all others measure themselves against in the middleweight Nake segment.

After a 2-year break the 790 Duke is back and better than ever for 2023. The 799cc LC8c parallel-twin engine has a  power output listed as 105 hp at 9,000 rpm and 64 lb.-ft. of torque at 8,000 rpm.

The most compact twin-cylinder in its class, this engine has been tuned specifically for torque to power from apex to apex. However, an impressive top end ensures the KTM 790 DUKE maintains its excitement throughout the rev-range, while meager fuel consumption means riders can enjoy the twisties long before the low fuel light flashes.

A Full-color 5-inch TFT display provides access to three standard Ride modes to easily alter the feel of the engine and degree of Motorcycle Traction Control (MTC), Cornering ABS with SUPERMOTO mode, and other cutting-edge electronic innovations as standard, the KTM 790 DUKE has the most complete and up-to-date kit in the medium market.

Additional options are also available, raising the KTM 790 DUKE’s specification levels. These include Quickshifter+, which enables clutchless up- and downshifts, TRACK mode, Cruise Control, and a Tire Pressure Monitoring System.

Built to be thrashed around twisty mountain roads and tear around racetracks, the KTM 690 SMC R has been the undisputed supermoto king for nearly as long as the wheelies it pulls off.

A whole new main frame that was hydroformed and laser-cut is the first update, with the general goal of improving straight-line stability and chassis feel. The behavior of the rear end is improved via an upgraded WP Xact rear shock with specific Supermoto internal damping settings and a new die-cast aluminum swingarm. KTM modified the WP Xact 48mm fork and revised the CNC-machined triple clamps to create a front-to-rear balance.

KTM recently dropped a bit of a bombshell; they are going to give the 790 twins another shot and this time it will get made by their new Chinese partner.

It might seem a little bizarre that the company would “update” its engine and then suddenly revert to the old design. Although there are several contributing factors to this decision, the most obvious reason must be cost. It is a very important platform for KTM, and messing with it might seem like a big risk. But, it is clear that they want to have a bigger slice of the lucrative middleweight market and this is the most cost-effective way to do that.

It was for good reason we believed them, on the back of making some really fun smaller Duke bikes and the fact that the 690 was all things to all people. The scalpel was to be the next great Duke, unfortunately, like most overhyped bikes it fell flat with underwhelming real-world performance and serious reliability issues.

Unfortunately, it forced them to bump up the price, or maybe they just chose to bump up the price. Either way, the bike got too expensive. So bringing back the 790 will only make logical sense if it sits well below the old asking price of the "old" 890 (above).

We all are already acutely aware of just how good the Adventure R is (above), it is simply on another level and is priced accordingly. With that in mind, the 790 Adventure can fill a key gap in their lineup.

The official reason the 790 platform went away was emissions issues. Somehow, KTM launched a motorcycle in 2019 that would not pass emissions restrictions they were fully aware of. Simply put, guys at KTM knew what was coming, they knew how to resolve that, and they also knew it wasn’t the real reason.

All first-year bikes have teething issues, but KTM forums blew up with angry customers experiencing basic and sometimes catastrophic failures with their 790 bikes. It became a PR nightmare, and they needed the bike gone. Now, it is back, emissions-compliant (strangely), and ready to open a new chapter, conveniently leaving the past behind.

This is supposedly going to make the same power as the old 790, even though it is now emissions-compliant. 105 horsepower was class-leading back then, but today it is more or less on par with its direct rivals.

The Duke does not get a fully adjustable suspension, but it still gets the highly capable WP Apex front fork and preload-adjustable WP Apex rear shock.

What the Adventure bike has up its sleeve is decades" worth of off-road R&D behind it. The off-road ABS that KTM equips its bikes with is peerless and will make any level rider feel like a pro.

We all got left aghast when KTM replaced the 790 in 2021, and now, even more so with them replacing the base model bikes with the 790 in one of the strangest reversals we have seen in the industry.