KTM 1190 Adventure endurance test

With the KTM 1190 Adventure, a brand new touring enduro arrived for the 2013 season. It drives and sells like lightning – it certainly proved any frosty reservation to be unjustified.

And after 80 percent of the endurance test distance, the multi-tool still runs as crisply as on the first day. A good omen for the last 10,000 kilometres? With this question MOTORRAD ended the interim balance sheet of the 50,000-kilometre endurance test on the KTM 1190 Adventure in October of last year (MOTORRAD 23/2014). The answer: a decisive yes and no. For to be entirely up front, the touring enduro from KTM performed alright in the final fifth of the long-distance test, but was not without its faults. A retrospective glance. April 2013. In what is to date the most comprehensive touring enduro comparison test in MOTORRAD history, the new release claimed second place behind the icon of the segment, the BMW R 1200 GS, at the first time of asking. July 2013. As a result, MOTORRAD bought a KTM 1190 Adventure including the electronics package (electronically adjustable chassis, tyre pressure monitoring, main stand) from the KTM dealer for 13,995 Euros. In comparison to the BMW that underwent the endurance test at the same time, which provided cause for discussion with all sorts of peculiarities, the unpretentious KTM 1190 Adventure did well. Hymns of praise to the sprightly engine, the smooth clutch, the softly switching transmission and the neutral handling ran like a common thread through the driver’s log book. In the first model year, the KTM 1190 Adventure was of course not without its teething problems. An exhaust manifold broken at the flange, a faulty clutch switch and a rocky side stand had to be replaced. Still: in all cases the machine, which has been rebuilt from the ground up, managed to make it back into the editorial office without any external assistance. With one exception: in spite of its Alpine heritage it couldn’t handle the cold. At temperatures below freezing, the starter only turned stickily and jolted the V2 to life against its will. On one occasion, the Harley privately owned by fleet manager Rainer Froberg – of all things – had to provide the high-tech speedster with starting assistance. Before a new battery and a replaced external temperature sensor could be identified as possible reasons for this difficulty in getting up in the morning, mild temperatures provided a meteorological solution to the problem. At least until next winter. More on that later.

Somewhere between a sports bike and a tourer

However the cornering ABS, installed by means of a simple software update (399 Euros) ensured a touch of excitement. The system impressed throughout the MOTORRAD test and demonstrated that the KTM 1190 Adventure can not only manage strong (148 HP) and fast (250 km/h), but also safe. Full application of the brakes on a 40 degree incline is possible without any problem. From the 2014 model onwards, the KTM has featured this ABS version as standard – and was incidentally the first and is still the only touring enduro to do so. Generally speaking the concept of the KTM 1190 Adventure, which sits perfectly at the overlap between the sporty and the touring-oriented, did very well. In its first year the new adventure bike blossomed into the second best-selling touring enduro in Germany – after the GS. Faced with the demanding and often highly experienced target audience (see reader experiences) this is a considerable vote of confidence. And one that clearly bolstered the manufacturers. Mid-year all Adventure owners were informed of an optional warranty extension from two to three years.

The KTM 1190 Adventure with its comfortable Kahedo seat

For the endurance test machine this deadline extension nonetheless remained inconsequential. This is because the KTM 1190 Adventure clocked up the kilometres in no time at all. Only the uncomfortable standard seat has been permanently replaced by the dreamily comfortable Kahedo cushioned seat (329 Euros/driver, 299 Euros/pillion rider, www.touratech.de). On extended tours in particular, another topic comes to the fore: the pendulum stability of the Adventure at high speeds, when laden. However, the Adventure felt in its element on country roads, especially in the mountains – and on many occasions at KTM dealerships as well. For after the interim results were recorded, it seemed like we were never out of the orange-coloured KTM workshop. A faulty indicator switch (replaced at 39,500 kilometres), penetration of water into the display, an oil level sensor that warned of an oil shortage without reason, and two faulty indicators (all replaced at 44,500 kilometres), all of which meant that the KTM 1190 Adventure was repeatedly drawing attention to itself. A shame actually. For with the generous 15,000-kilometre inspection intervals (costs: 1,000 km: 196 Euros; 15,000 km: 311 Euros; 30.000 km: 600 Euros, 45,000 km: 371 Euros) the workshop appointments for the KTM 1190 Adventure could have been pleasantly scarce. The same goes for visits to the tyre dealer. The only approved tyres, the well-natured Continental TrailAttack 2s, stood up to the powerful acceleration brilliantly and only had to be changed every 10,000 kilometres (rear) or every 20,000 kilometres (front). However, here caution is advised. When changing the tyres one fitter punctured the rubber seal band required for the use of tubeless tyres. The original recommendation, to replace the seal (55 Euros) with every tyre change, has since been retracted by KTM.

In 2014 sales figures skyrocketed by 40%

While the touring speedster was never afraid to carve out the corners on hot tyres, Jack Frost still held him back. Once again, in its second winter, Froberg’s Harley had to provide some support. Perhaps the capacity of the standard 11 Ah battery (by way of comparison: BMW R 1200 GS, new model: 12 Ah, old model: 14 Ah) has too few reserves. Nevertheless, when its snagging ignition switch was replaced shortly before it reached its destination (after 49,545 kilometres) the KTM 1190 Adventure was in good company. Water, dirt and vibrations afflict the complex, modern ignition systems of many a MOTORRAD endurance runner. After exactly 18 months, workshop supervisor Gerry Wagner placed the KTM 1190 Adventure on the test stand one last time. The fact that the V2 with 148 HP also confirmed its nominal power after having covered the test distance is not surprising. What was surprising was the fact that the measured performance was even 9 HP higher that during the test after 2,300 kilometres. The fact that according to KTM the two-cylinder requires a run-in distance of up to 8,000 kilometres is all the more astonishing after disassembly. For to put it briefly, its result turned out to be highly gratifying. The transmission, clutch and oil pump are almost like new, with two shift forks showing only minimal wear. The pistons and cylinder heads are exceptionally clean, almost completely free from deposits. Just three valve springs have reached their limit of wear, with one falling short of the installation dimension. All bearings are in optimal condition or feature only non-critical running marks. The processing quality of the chassis is also impressive. The powder coating on the frame is undamaged, while the plastic components shine like new. And even all of the agitation regarding a broken motor mount on the frame ultimately proved to be unjustified. According to KTM the tab originally served to fix the V2 in place during assembly. In the current models this has been done away with altogether. However, this is not the only indication that complaints are unjustified: after the first model year, the KTM 1190 Adventure – aside from the poor battery – actually appears to have resolved its teething problems. The sales figures also prove that this is not mere speculation on the part of MOTORRAD. The figures picked up in 2014, the second year of Adventure sales, increasing by 40 percent, and elevated the KTM to seventh place in last year’s registration statistics. The ice appears to have been broken.

KTM 1190 Adventure wobbly at high speeds

On-site visit to the Autobahn A81, Stuttgart–Würzburg, Jagsttal Service Station. KTM Test Driver Norbert Thaler, Development Engineer Frederik Harnischmacher and Top Tester Karsten Schwers line a KTM 1190 Adventure alongside the MOTORRAD endurance test machine. Reason for the comparison: MOTORRAD had criticised the stability of the KTM on the straight several times. For while the test machine flies as straight as an arrow at top speed along the motorway, both when riding solo and with a passenger, when laden it is an entirely different matter. A slightly laden luggage compartment or a luggage roll are enough to have the machine wobbling from the 200. Attempts to reach speeds of over 230 km/h in this configuration would have inevitably resulted in a crash and any such attempts had to be interrupted on several occasions prior to successful completion. Test series with altered chassis tuning or tyres that – even if not approved for the KTM – are more stable on the straight (Michelin Anakee 3) did not improve the drive performance. A one-off case? No. For the Adventure supplied by KTM differed in no way from the MOTORRAD endurance test machine with regard to its tendency to wobble. Owners also report this phenomenon. In some cases the owners even changed to a different bike ­ (see reader experiences). KTM is unable to definitively localise the cause of the chassis unrest, which can incidentally also occur in the KTM 1290 Super Adventure. And they cannot rectify it either. This is particularly astonishing in view of the fact that the speed limitation of 150 km/h when laden, as stated in the user manual of the KTM 1190 Adventure, is only a recommendation. Without construction-based measures to limit the top speed, the speed selection remains at the user’s discretion, even with luggage. And he should be aware of the idiosyncrasy of the KTM on German motorways. Other touring enduros can manage this better.

 

Balance sheet after 50,000 kilometres

Compression and pressure loss compression diagrams are a standard part of the MOTORRAD endurance test closing balance sheet. In this case the measurement is taken with the throttle valves fully open. Since the introduction of the Ride-by-Wire technology, this has changed. During the configuration of the test stand measurement (unscrewed spark plugs, wheels stationary) electronically actuated throttle flaps do not open. The compression measurement is therefore performed with the throttle flaps closed. In the case of the KTM 1190 Adventure a measurement error when taking the original measurement prevents the comparison of the values before and after the endurance test. However: the slight difference in the pressure loss values (original: 3%, final: 4 %) underpins the good condition of the valves and valve seats recorded during the visual inspection.

Technical condition of the KTM 1190 Adventure after 50,000 kilometres:

cylinder head: one inlet valve is leaking slightly, all valves seats and valves are in good condition. The valve guides are barely worn, and the same applies for the camshafts. There are considerable running marks on one camshaft bearing. One valve spring is excessively compressed, while three others are worn out.

Cylinders/pistons: the cylinders have only minimal running marks and lie within the dimensional tolerance. On one piston a piece of the coating has peeled off, otherwise the pistons are fine. The oil carbon build-up is very minor.

Crank drive: the running profile of the main crankshaft bearing is normal, just like that of the connecting rod bearing and the piston pin. Power transmission: the clutch basket and hub, and the friction and steel discs show barely any traces of wear, and the same for the gear wheels. Two shift forks are slightly tarnished.

Frame/chassis: the colour coating on the frame and rocker arm is intact, there is no play in the rocker arm and steering head bearings. Upon disassembly the swinging arm was heavily corroded, an engine mounting bracket on the frame is broken.

 

 

KTM gives its view…

…regarding the broken exhaust manifold
This is a regrettable one-off case, which occurred as the result of the insufficient connection of the weld seam at the manifold connection. The part was replaced under warranty at approx. 10,000 km and showed no sign of fault whatsoever over the remaining 40,000 km.

…regarding the heat radiation from the engine
Under certain circumstances, in hot summer weather and when driving in stop-and-go traffic, the exhaust heat is clearly noticeable. An improvement has already made its way into the standard model (heat protection beneath the seat). Furthermore, with the 2015 model there are changes that reduce heat radiation. These can also be retrofitted to all previous KTM 1190 Adventure models.

…the notchy ignition switch
We are not aware of this fault from our endurance tests, there are a few individual cases within the market. The ignition switch is being examined in collaboration with the supplier in order to determine the cause and develop possible improvements.

…regarding the poor cold-start behaviour
One prerequisite to good cold-start behaviour is a fully charged battery. Studies of some customer vehicles have shown that the pick-up distance and cold-start enrichment can also be responsible for this. The authorised KTM dealers can provide informations with measures to be taken should customers experience inadequate cold-start behaviour.

…regarding the broken retaining bracket on the frame
The broken bracket was only used during motorcycle production for the more simple mounting of the frame to the engine. This bracket has no load-bearing function and is now (following changes in the production process) no longer present in current models. In this case we recommend that you simply remove the remaining piece of the bracket.

…regarding the unsealed display
We have had no reports from customers of the penetration of water into the instruments. We will study the speedometer unit, but are assuming this is a one-off case.

…regarding the rim-sealing band that has to be replaced when changing tyres
The rim-sealing band can be damaged by the tyre lever or tyre-changing machine when removing the tyre. Generally speaking, a visual inspection should therefore always be performed when changing a tyre and the sealing band should be replaced in case of damage, and no later than after five years. If the sealing band is not damaged, it need not necessarily be replaced.

…regarding the fluctuating power measurements during the endurance test
Based on our experience we can say that the full power is generally deployed after around 8,000 km. A power increase from 139 to 148 HP PS cannot be explained and in our view can only be down to the measurement tolerance.