KTM 1290 Super Adventure – MOTORRAD Top Test

Even more displacement, power, torque, fuel tank capacity and equipment than the 1190 cm3: Let’s see how the KTM 1290 Super Adventure delivers in the Top Test.

The question “Why do we need this” is definitely hot among riders. This question is asked with every technical innovation, it fits our nearly 50 average age, and lends the questioner an aura of sceptical wisdom. As for the KTM 1290 Super Adventure, the question arises: Why do we need a travel enduro with 158 HP? The KTM, of course, will neither answer the question nor ignore it but proof its irrelevance. For the 1301cc engine of the Super Duke delivers so much so smoothly that focusing on peak performance would do it no justice whatsoever. In the lower range, it can effortlessly glide through the city or drive on narrow gravel roads; in the middle range, it pushes moderately at first, and then lurches forward ever more powerful, climbing up joyfully to the upper range, all the way to its power peak at 9300 rpm and more.
Make no mistake: This is a “rugged” sort of refinement. It sill vibrates slightly here and there, but without being really rough. KTM engineers first tested the benefits of large centrifugal masses with the revision of the 2011 RC8 R; the KTM1290 Super Adventure has reaped such benefits even more so than the Super Duke. The concentricity has improved noticeably. Under load at low speeds, the large V2 strucks nowhere near as brutal on the crank pin as the 990 cm3 and early 1190 cm3 engines, although it puts on a revving show for the day – astonishing! Whether in Sports or in Street mode, it is initially hard to believe how quickly the Super Adventure picks up speed when accelerating. Once you get used to it and know how to play with the cheerful lift-off of the front wheel when exiting curves, the machine delivers sheer happiness with its hands-on approach.

 

6.1 litres consumed over 100 km, at a moderate speed

Those refuelling after hundreds of kilometres, prompted by the almost too cautious fuel gauge, soon understand how developers fire up the temperament of their engine: with generously sized fuel injections. While the ultra-modern injection makes nothing more than the antiquated accelerator pump, its dosing ability and efficiency are far superior. Result: Even at a moderate pace on winding highways, with ascents and descents, the KTM 1290 Super Adventure swallows just 6.1 litres per 100 kilometres; cheering up our driving somewhat will take two extra litres. At constant 130 km/h, the large V2 piston still consumes 6.0 litres.
It was advisable to start this test with the engine assessment, because it completely dominates the driving experience of the KTM 1290 Super Adventure at first. The longer you ride, the more accurately you realise that, in most respects, you can create favourable conditions to squeeze the huge engine potential.

 

Flat steering head angle, long wheelbase and overrun

Thanks to its wider handlebar, the seating position feels more comfortable on the KTM 1290 Super Adventure than on the 1190; carrying the knees slightly further apart due to the massive tank is hardly a nuisance. The powerful motorcycle allows easy control very deep into the sporting area. Thus, the driver is granted adequate leeway to stem the fulminant acceleration, or to discreetly hang off when cornering at a fast clip. In overly narrow, twisty roads, or during the Top Test Slalom – that’s a given, i.e. when precision rules, one wishes for an unobstructed view ahead. This is however disrupted by the wide front and the additional wind deflector behind the windscreen.
With a flat steering head angle, longer wheelbase and lag, both values being significantly longer relative to the BMW R 1200 GS Adventure, the suspension geometry of the KTM 1290 Super Adventure lies on the driving-stability end of the scale. This must be experienced too; banking takes a proper pull from the handlebar. But the driver gets the hang of it in no time, especially because the rigid chassis allows precise steering and provides clean feedback. Don’t be afraid of pulling the steering lock too hard. The pronounced pitching movements of the bike, mostly due to its long spring travel, can be efficiently curbed by the long wheelbase.

 

The speed levels of the KTM 1290 Super Adventure are practically graduated

Having said that, most of the effort here is actually borne by the semi-active damping of the WP-spring elements. It constantly processes measured values of all possible sensors and adjusts damping depending on driving situation and road condition – which one can also tell from the steady valve clicking. During braking, it boosts compression damping at the front, and reduces rebound damping at the rear; vice versa when accelerating. The fork and strut preload setting remains unchanged during a ride. The strut preload setting admits four modes depending on load configuration, and can be adjusted at a standstill with engine running. The range, from solo driving to two people with luggage, amply meets the KTM 1290 Super Adventure capabilities, and each individual mode proves to be practical.
As a whole, this can be also said of the strut damping, except perhaps for the slightly too gentle tuning in Comfort mode. While the Street mode suffices in most situations, those seeking to push the limits will possibly appreciate the Sport damping mode in the rear wheel. In this mode, the KTM 1290 Super Adventure conveys a genuine feeling for the enormous grip of the rear tire. Even when carrying a passenger on bumpy roads, the Sport mode beats the Comfort mode, as its super low compression damping makes riders feel that the rear suspension – too deep into the progression area already – is about to break through the seat at times.

 

The fork works better on poor road surfaces

In certain situations, however, the fork damping control is harder to understand. It hesitantly absorbs small bumps in the so-called high-speed range. As far as this can be ascertained – the testing of a fork whose damping is regulated by electronically-controlled proportional valves is not as straightforward as that of a conventional one -, the fork operation in the KTM 1290 Super Adventure appears mechanically simple, hence the hesitant response seemingly arises from the hydraulics.
Regardless of where it might come from, it causes a permanent light bouncing at the front in bumpy, winding roads, which can become a proper shimmy for light riders. The Comfort mode is slightly better, whereas the fork feels like blocked in the Sport mode. With this in mind, the MOTORRAD tester took the KTM 1290 Super Adventure with considerable scepticism on a purposefully chosen, nasty rough road. Fortunately, he was utterly disappointed: As bumps hit squarely the front wheel, the fork exceeded all expectations, making the firm Sports mode bearable, and kickback a non-issue. For normal, day-to-day driving programs, one should consider setting the Comfort mode at the front, and the Sport mode for the slightly softened rear. Unfortunately, the KTM 1290 Super Adventure does not provide such combination. Thus, the Street mode remains the most acceptable compromise.

 

The KTM 1290 Super Adventure with a tendency to swing back and forth

Moreover, the oscillation of the KTM 1290 Super Adventure, nearly identical to that of the 1190 Adventure, seems hard to understand. As mentioned, the suspension geometry meets all prerequisites for straight-line stability, and the unladen motorcycle can also run at a maximum speed of 250 km/h on the highway. As already felt at a slower paces, the Super Adventure displays nonetheless an awkward aerodynamics behaviour. For example, steering can be easily disturbed by crosswind gusts, or wind vortices of preceding vehicles. With empty suitcases, the annoying swinging begins right past 200 km/h, which drops to 170 km/h when fully loaded.
If it is any consolidation, this matches KTM’s recommendation: Do not exceed 150 km/h when fully loaded – 10kg on each side. Thus, no one would be caught unaware. Regardless, it is irritating that the KTM 1290 Super Adventure’ swinging continues unfazed when throttling down. Anybody slamming the brakes upon a light steering shift due to a weaving truck, will spend virtually the entire deceleration phase in its wake, and realize how the bike oscillates even below 100 km/h. As swinging starts, it is generally better to engage the rear brake first, and then throttle down slowly until the swinging subsides.

 

The braking system is tuned excessively cautiously

While KTM relies on the discipline and/or callousness of the Super Adventure rider when it comes to stability, the machine also features an ultra-defensive brake system. This is not a matter of hardware; callipers, discs and pads of the KTM 1290 Super Adventure could easily slow down a superbike. What is more, the control performance of the Bosch ABS components is beyond any doubt. It is a deliberate renunciation to braking performance: the ABS in Road mode only allows average decelerations of 8.8 m/s from 100 km/h. When combining the Sport mode with the damping setting, resulting values are slightly worse, because this turns off the anti-dive function, which is active in the other two modes.
The braking capabilities of the KTM 1290 Super Adventure can be fully explored in the Off-road mode, even if this switches off rollover detection and allows rear-wheel blocking. While a 9.6 m/s² deceleration is no doubt impressive, it takes some courage to bear the resulting front wheel swerving, as well as the whistling of the tormented rear tire. In fact, an optimised Road mode would be more appropriate.

 

The functions and warning notices give the left hand plenty to do

Here’s a Mode overview for those feeling utterly confused – which, needless to say, includes the author – by the sheer multiplicity of Modes. The electronics provide four driving modes, Sport, Street, Rain and Off-road. The first two differ only on the throttle response, and in how traction control is engaged; in the last two, the power is reduced. The semiactive suspension of the KTM 1290 Super Adventure offers a four-stage damping setting in the Sport, Street, Comfort and Off-Road modes. Likewise, the strut preload setting admits four modes according to loading conditions. In turn, the ABS can be enabled in Road and Off-Road modes, which differ as indicated above. In addition, the Super Adventure offers a cornering-friendly ABS by the name of MSC, multistage seat and grip heating, a cruise control system that turns the right handlebar into a giant switch, tire pressure sensors, and cornering lights triggered by a lean-angle sensor.
Apart from the MSC and the cornering light, which are automatically managed, all functions and warnings must be configured and monitored from the handlebar, which keeps the left hand overly busy on the handlebar, and acts as a distraction from driving.
Smart tip: Configure the Favourites menu with all information you might need on the display, and stop on the roadside to change between the various driving and damping modes.

 

Heated handles and seat, cornering light and windscreen

While KTM had certainly good reasons not to equip the KTM 1290 – or its predecessor for that matter – with a shift assistant, MOTORRAD’s tester would have enjoyed this minor luxury immensely. It would definitely fit the sporty and dynamic character of this bike.
Finally, a word about a special test day. It began early in the morning with a 120-kilometer highway tour to determine the 130 km/h consumption, continued on with handling and braking tests on Michelin’s test track in Salon de Provence, and ended after over 450 extra kilometres on narrow if not unpassable, bumpy roads after eight in the evening. An exhilarating yet exhausting journey. It had rained heavily the days before, and muddy streams scurried down most roads; after sunset, the temperature dropped rapidly to four degrees, and the last 60 kilometres were driven in the dark. In this somewhat gloomy setting, the tester sincerely appreciated anything the KTM 1290 Super Adventure could offer by way of convenience. Heated grips and seat, ABS, traction control, cornering lights, damping modes and windshield. Why do we need all this? Quite simply: For intensive motorcycling.

 

Innovative cornering lights

The KTM 1290 Super Adventure is the first KTM with cornering lights. Signals triggered by lean-angle sensors provide further evidence of the numerous opportunities that arise by clever electronic networking.
The so-called adaptive cornering lights of the BMW K 1600 GT and the R 1200 RT, pivot progressively away from the headlamp centre axis and consistently with the machine’s lean angle. In doing so, they manage to illuminate any upcoming curves For the headlights of the KTM 1290 Super Adventure, KTM chose a simpler yet well-functioning solution: Two lateral light units, each with three LED groups, which are triggered at a ten, 20 and 30-degree angle. Little by little, our light fingers grope their way deeper into the curve; the light width can also be adjusted. The effect is amazing. Auxiliary lights do not only illuminate the curve, but lead the driver’s gaze using their lighting time lag. Moreover, this reduces the often observed tendency to occupy the centre of the road in left-handers to compensate for the insufficient illumination of the main light; it also diminishes the risk of falling into the opposite lane in right-handers.

Headlight is a downer

The headlight is the downer in the otherwise innovative lighting system of the KTM 1290 Super Adventure. Its yellowish light colour, a far cry from the cold, white light of the curve lights, seems just a botched job. Moreover, its comparatively weak, patchy and short illumination, is downright disturbing.
Also, the high beam, which is eagerly used on lonely roads, provides no unobstructed view forward to the driver. Too much light radiates upwards, is reflected in the windshield back and forth, to be ultimately absorbed. Placing a small cover over the headlamps could be a simple, cost-effective solution.

Conclusion

Unlike her older sister, the 1190 Adventure, the KTM 1290 Super Adventure has seen improvements in nearly all criteria. Specifically, the motor delivers more power in a much smoother fashion. Even if the semi-active damping still needs fine-tuning, as do the ABS, directional stability and the headlight system, these have earned the Super Adventure many points. A resounding success.