ktm tft display 1290 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It’s an unusual move from KTM to revive a model which they have already superseded (with the 890 Adventure line-up) but the bigger news is this first major wholesale shipping of the model production to China.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.

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.

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.

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).

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.

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.

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 1991, 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. Kamren Burns number 786 on a 125 sx 2023 is the best KTM rider ever and his father and his little brother are 2nd and 3rd best.

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).

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.

In Asia, KTM also markets RC 200 and RC 250 street bikes. KTM is also planning to introduced a new 150cc bike in its RC lineup in the Asian countries. This would be the KTC RC 150, that will powered by a 149cc, single-cylinder engine and 6-speed gearbox. This will be launched at a more affordable price, so everyone can opt for it.

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.

Beyond the lower saddle and ABS settings, 2023 has also given us the neccesary Bosch 6D lean angle sensor & IMU, currently a staple on KTM’s more premium models – the ideal bit of software to complement the 7” TFT display, Ride Modes and Adaptive Cruise Control.

New to this year is the 1290’s lightweight ChroMo stainless steel chassis, built for better stability and cornering control; a report from RideApart also details some important particulars regarding KTM’s decision in ergonomics and placement:

Expect to see the 2023 1290 Super Adventure S kick into dealerships for January of next year; with KTM’s 790 model and certain LC8C hearts now being made in China, we’ll be keeping a close eye for the coming season as to who is making what Team Orange machine.

The CFMOTO 800MT is based around the 799cc LC8c parallel twin that came from KTM. This is a result of their partnership (see below). It’s a cracker of an engine, making (in the 800MT) 70 kW or 95 hp, and with a lot of character from its 285 degree crankshaft, helping it mimic the delivery of KTM’s V-twins.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

It’s a high-spec luxury tourer based on a 1279cc liquid-cooled V-twin that makes a peak of 105 kW (140 bhp) at 8500 rpm, and a huge 1290 Nm (89 ft-lb) of torque at 7000 rpm.

The engine is based on the KTM LC8 V-twin that first appeared in the RC8 superbike. Of course it’s detuned and made more suitable for a long-distance tourer.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

The significant phase of the partnership started in 2014 when KTM started manufacturing KTM 200 and 390 Dukes for KTM in China. They’re sold under the CFMOTO KTMR2R brand. (For global markets KTM partners with Bajaj in India to manufacture its 390 Duke and RC 390 for international audiences. And the new 2022 KTM RC 390 has some amazing specs!)

As part of the CFMOTO KTMR2R partnership, KTM transferred manufacturing of the parallel twin 799cc LC8c models (including the 790 Duke and 790 Adventure) to China from 2020.

KTM is also transferring technology for the LC8 V-twin engine, including the 990 and 1080 V-Twin models. The first fruit of this, interestingly, is a 1279cc LC8-derived engine, to power the 1250 TR-G tourer. It makes 105 kW or 140 bhp.

We use KTM Adventure Motorcycles because of their "Ready To Race" mindset, and the great combination of cutting-edge technologies and an extremely offroad-capable machine, which we can rely on to get us both into and out of the many different types of landscapes and other strange situations that we encounter on our overland expeditions.

The latest KTM 1290 Super Adventure motorcycles with their 1,301cc capacity are equipped with a front and rear-mounted Bosch Mid-Range Radar (MRR) sensor array, for radar-based rider-assistance. This means the motorcycle can automatically synchronise with traffic speed, and provide warnings about any approaching dangers in front or from behind, and adjust to other obstacles on the road. This enhances our reaction time, and helps us avoid any unwanted interactions with other vehicles on the road, in the desert, or on mountain trails.

Add all this to the other very useful features for long-distance expedition riding, such as ABS, adaptive suspension, adaptive cruise control, smartphone integration, turn-by-turn navigation, cornering traction control, the many useful ride modes, and the large TFT display that only shows the information you actually need, greatly reduces the number of external and peripheral gadgets and devices we need to attach to the motorcycle - and then relate to - on the road.

Speaking of the changes, for the latest 1290 Super Adventure S, the company has introduced two new colours which are Orange with black and Orange with grey. The bike gets no specific changes to the styling. It will come with a split LED headlamp which looks similar to the 390 Adventure that is available in India for sale. Although, the headlamp comes bigger in size. It gets split seats, dual-barrel exhaust on the side, full fairing, alloy wheels and a tall windscreen.

Interestingly, the KTM 1290 Super Adventure Scomes with a 7-inch TFT screen which runs on a new navigation software. It is called Turn by Turn+ and works in conjunction with KTMConnect App that the rider can download. This TFT screen can be controlled via switchgear mounted on the handlebar. It gets various riding modes, advanced WP Semi-Active suspension, ABS settings and Adaptive Cruise Control.

In terms of engine capabilities, this bike retains its V-Twin LC8 which is capable of producing 158 bhp of maximum power and 138 Nm of peak torque. Interested customers can get a bi-directional quickshifter and WP Suspension as extras on option. There are other PowerParts which the company offers for the 1290 Super Adventure S.

The seat height of the KTM1290 Super Adventure S can be 849 mm or 869 mm, which depends on what the seat ride chooses. Its switches are illuminated and the Mitas Terra Force-R tyres are specialised for the 1290 Super Adventure S.

On December 20, 2022, KTM officially rolled the 2023 1290 Super Adventure R out into the world. Designed to be a more off-road-oriented version of 1290 Super Adventurousness, unsurprisingly, most of the specs will already be familiar if you’ve taken a look at the 2023 Super Adventure S.

Although the changes are minor, that doesn’t make them unwelcome. The new, scratch-resistant, seven-inch TFT display is the rider’s portal to a vast array of features. Bluetooth connectivity via the KTMConnect app allows for turn-by-turn navigation, as well as other smartphone-related tasks such as streaming your favorite music or answering incoming calls.

The 48mm WP XPLOR front fork is a split cartridge design, and the WP XPLOR PDS rear shock it’s been matched with offers 220mm of travel, and is of course fully adjustable. The spoked aluminum wheels were made for KTM by AKRONT, and feature an improved sealing system that KTM says makes them totally tubeless. To help keep the air in the tires where it belongs, these wheels also have o-ring seals at each nipple. Bridgestone AX41 tires come standard.

Braking is accomplished with help from Brembo and Bosch. Two 320mm brake discs and a pair of four-piston calipers do the job up front, while a single 267mm disc stands ready in the rear. Bosch two-channel 9M+ ABS comes standard on the 2023 KTM 1290 Super Adventure R.

The 2023 1290 Super Adventure R gets a three-part, 23-liter (6.1 gallon) fuel tank, along with an electronically controlled fuel tank cap. The design also integrates a new cubby that’s the perfect size for a wallet, sunglasses, or your smartphone—and it even has a USB socket inside so you can keep your phone charging while you’re out exploring.

Other features include a short, adjustable windscreen; a wide, adjustable handlebar; and also an illuminated menu switch that’s perfect for low light conditions. A full suite of electronic rider aids is also at the rider’s fingertips on the 1290 Super Adventure R, including Motorcycle Stability Control with both Cornering and Offroad ABS functionalities, a tire pressure monitoring system, switchable lean-angle-sensitive motorcycle traction control, automatic turn indicator reset (or self-cancelling turn signals), offroad ride mode, offroad traction control, and offroad ABS.

For 2023, the KTM 1290 Super Adventure R gets a bright white color scheme, designed to pay homage to KTM’s rally and enduro heritage. Pricing and availability will vary by region, but KTM says that this bike is expected to roll into KTM dealerships in December, 2022. Pricing in the U.S. starts at $20,299 plus $655 freight.

It goes without saying that TFT screens are becoming a more common feature on motorcycles these days. Even entry-level beginner-focused two-wheelers are starting to feature this fancy tech—heck, even some e-bikes come equipped with full-color TFT screens. That said, what exactly is a TFT display, and is it even any better than an analog instrument cluster? On top of that, why do more and more manufacturers seem to be slapping a TFT screen on all their models?

Well, for starters, a TFT, or Thin-Film-Transistor Liquid Crystal Display, is similar to what you find on your smartphone. Although not necessarily as fancy and capable of displaying millions of colors as your brand new iPhone, the TFT screens on most premium motorcycles are touted as full-color, and feature graphics and animations that really elevate the riding experience. As such, it’s no surprise that more and more manufacturers are outfitting their bikes with this tech. Indeed, three years ago, the notion of having a bike with a full-color display was exciting. These days, however, it’s pretty much a standard feature.

I’m sure you remember the days when an SD card with a 512MB memory would set you back thousands of pesos. Nowadays, you can pick up a 256GB microSD card for the same amount of money, and from a reputable brand. The same is true with TFT screens, and quite frankly, all facets of technology. That being said, it could be argued that fitting a motorcycle with a TFT display is in fact cheaper and more cost effective than opting for an analog instrument cluster, especially if you’re a manufacturer with economies of scale at your disposal.

Take, for example KTM, and its full color screens found across the board in its model range. The screen on the 390 series is pretty much the same as that of the 790 and 1290 models, albeit encased in a different housing. Underneath it all, however, it’s pretty much the same tech, and so it makes perfect sense for KTM to fit all its bikes with this technology—much to the delight of tech-hungry consumers like ourselves.

Indeed, well-crafted analog displays like that on the Triumph Thruxton could very well soon be a thing of the past, or something reserved for enthusiasts and collectors. Like a beautifully crafted watch, a high-quality analogue gauge cluster is truly something to behold, and something purists and classic aficionados hold near and dear to their hearts. As such, it could be argued that the mechanical instrument cluster could soon be considered a premium feature among high-end classic-style motorcycles.

At the end of the day, TFT displays have their benefits, and it can be argued that these benefits are strong enough to send analog gauge clusters the way of the dinosaurs. For starters, they’re adjustable, and easily configurable. They’re also a lot more visible with auto-contrast technology allowing them to adjust automatically to ambient light. Furthermore, they simply allow manufacturers to stuff in more data, keeping the rider informed about their bike. A TFT screen is pretty much like a tablet for your bike, allowing you to keep tabs on all the information it has to offer you.

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.

The CFMoto CF1250 is the most powerful motorcycle to be ever made by a Chinese bike manufacturer. It is the result of the partnership between KTM and CFMoto. For the ones unaware of the previous developments, CFMoto manufactures bikes for KTM in China. Models such as 200 Duke and 390 Duke currently roll-out of its Chinese factory, while the KTM 790 Duke and 790 Adventure has been slated for future production.

The CF1250 is based on the KTM LC8 V-twin motor taken from the 1290 SuperDuke. CFMoto has reworked the engine with new casings and the end result is a 1279cc V-twin which is known to churn out 140 PS of maximum power at 8,500 rpm and 120 Nm of peak torque at 7,000 rpm.

The bike features a 12.3-inch colour TFT LCD instrument cluster which is huge even for car standards. The screen is capable of displaying a plethora of information in a simple and uncluttered format. It boasts mobile phone integration for caller ID, navigation, and more.

KTM’s 790 range is certainly revived for 2023, and largely thanks to CFMoto, it seems. The Chinese manufacturer will build the 2023 KTM 790 Duke that was announced a few days ago, and it has now been announced that they will build the 2023 KTM 790 Adventure, too.

Additionally, there is a 20% increase in rotating mass, which KTM says has increased the “cornering poise” of the motorcycle; while a ‘knock control’ sensor allows for a higher state of ignition and “better capacity for low octane fuel,” KTM says.

The electronic hub of the bike gains the 6D IMU that can be found also on the 2023 KTM 890 Adventure, as well as the larger KTM 1290 Super Adventure. “This [...] device informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation and the administration of Ride Modes,” KTM says.

Like the 2023 890 Adventure, KTM has integrated the ABS of the 790 Adventure with the riding modes, so changing riding modes will automatically change the ABS setting, while the ‘Demo Mode’ that is present on the 890 Adventure and 790 Duke will also feature on the 790 Adventure.

Moving to the chassis, we find 43mm WP Apex forks with 200mm of wheel travel, which matches the travel allowed by the preload-adjustable rear shock, while the tyres are Pirelli Scorpion STRs. Additionally, the engine is a stressed member of the frame, which has been designed to allow a low seat height, according to KTM, which is 840mm on the 790 Adventure. In comparison, the adjustable seat height on the 890 Adventure can be set as low as 825mm, and the seat lowering kit can reduce that to 800mm. The seat itself is a two-seater layout.

KTM claim a maximum range of 450km, or 279 miles, from the 20-litre fuel tank, in front of which is the same kind of integrated fairing as used on the 890 Adventure.

The screen is wider and taller than before, while the lighting is fully LED, and the five-inch TFT display is brighter and “reacts to ambient lighting,” KTM says.

Pricing for the 2023 KTM 790 Adventure is not yet clear, but we can see it will be available in two colour options: white and orange, and black and orange.