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2021 KTM 890 Adventure R | Long-Term Ride Review

RELATED: 2021 KTM 890 Adventure R | (Off) Road Test Review

Mileage: 3,314 Base Price: $14,199 (2021); $14,599 (2022) Price as Tested: $14,749 (Tech Pack) Accessories: $114.95

After years of making primarily hard-edged, off-road-oriented adventure bikes, KTM balanced the on-/off-road scales when it introduced the 1190 Adventure for 2014. It had a more refined – and more powerful – V-Twin, and although its 19-inch front/17-inch rear wheels were spoked, they were shod with tubeless, touring-friendly 90/10 adventure tires.

The 1190 Adventure also fully embraced the then-nascent trend in electronic rider aids, becoming the first production motorcycle to offer lean-angle-sensitive ABS. It was also equipped with throttle-by-wire, ride modes, multi-stage traction control, an off-road ABS mode, electronically controlled suspension, and a tire-pressure monitoring system.

In the years that followed, KTM filled out its Adventure range with the 1290 Super Adventure (followed by R, S, and T variants), 1090 Adventure R, 790 Adventure (standard and R variants, which won Rider ’s 2019 Motorcycle of the Year award), and 390 Adventure. In 2020, the 790 evolved into the 890, and we tested the 890 Adventure R you see here in 2021.

Collectively, Rider staffers and contributors have put tens of thousands of miles on all the various KTM Adventure models, and the 890 sits right in the sweet spot – not as big, heavy, powerful, or expensive as the 1290 Super Adventure, nor as small and touring-limited as the 390 Adventure. (The 1090 and 1190 were dropped as KTM dialed in its small/medium/large model offerings.) It also features the latest in electronics that allow riders to alter the bike’s performance and personality with the push of a few buttons.

Our 2021 890 Adventure R test bike arrived with just 15 miles on the odometer, and over the course of nine months we logged 3,300 miles. We burned 71 gallons of premium fuel, averaging 46.4 mpg and roughly 246 miles of range from the 5.3-gallon tank.

The 890 has a horseshoe-shaped fuel tank, with a filler on top and two sections that run down either side of the engine and end in bulbous pods, as first seen on the 790 Adventure . The design, though not especially attractive, offers several advantages: The upper tank area is narrow between the knees during stand-up riding; fuel weight is mostly down low, which contributes to better handling; and the lower pods provide some lower-leg and crash protection. Because of the tank’s unusual shape, however, it’s difficult to get accurate readings of remaining fuel, and only the final 50% of tank capacity is shown on the fuel gauge. There’s a fuel range reading on the 890’s TFT display, but it wasn’t even remotely accurate during our test.

With its short windscreen, high front fender, rally-style seat, and Continental TKC80 tires (rated for 40% road/60% off-road), the 890 Adventure R is clearly designed for heavy off-road use. On rough dirt roads and technical trails, the 890-R was well-balanced, forgiving, and exciting, especially in the optional Rally mode that’s part of the Tech Pack. Out of our testing miles, however, only about 10% were off-road. We spent most of our time flogging the 890-R on paved backroads, desolate highways, freeways, and city streets. While the standard 890 Adventure would have provided more comfort and wind protection, the 890-R never felt like a fish out of water. That sort of versatility is what makes ADV bikes such an attractive proposition.

We strapped on a Nelson-Rigg Sahara Dry Duffle ($114.95; nelsonrigg.com ) for longer trips, but we didn’t add any other accessories. Other than a break-in service, maintenance consisted of checking the air in the tires and cleaning/lubing the chain, though the rear TKC80 was pretty well shagged by the time we handed back the keys.

KTM announced that the 890 Adventure ($13,399) and 890 Adventure R ($14,599) will return unchanged for 2022.

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Absolutely love my 790 R. Nearing 11,000 miles it has been reliable, economical and have found it very, very capable off road as well as on. I average about 52 mpg actual (the display is about 2 mpg optimistic) and got 59 mpg once on a tank of ethenol free premium. For me, it is a Unicorn bike.

Just replaced my chain and sprockets on my 790R which has over 21k miles. Only bike I would replace my 790R with would be an 890R (or Rally) with Rally mode, Quickshift and Cruise (and maybe heated grips next time)…..Don

I had a new ’18 R1200GS and loved it except for its high weight and width. On single track or more technical stuff it became less fun than on faster stuff. But its seat height was just low enough for my 5’10” to touch toes when wearing heavy ADV boots. Seeing a dozen reviews, the 890 (any version) is too tall and still too heavy, although the weight down low is awesome. I’m sure it is fine on faster off-road riding but dozens of bikes are pretty good at that. So I’m looking for the BMW/KTM electronics goodies, 450 lbs wet or lighter, and a seat height/design that will let my feet get closer to the ground. Low center of mass is always welcome too. From early reviews the Aprilia Tuareg 660 checks all the right boxes. Lastly, no track record for the new Tuareg compares to an iffy record for most 790/890s.

If you’ve got your eye on the Tuareg and are concerned about reliability, take a look at the Yamaha Ténéré 700: https://ridermagazine.com/2022/02/28/2021-yamaha-tenere-700-long-term-ride-review-part-2/

Adventure “R” and only 10% of your test miles were off road?

We put 1,000 miles on the KTM 1290 Super Adventure R, about 100 of which was off-road. We test dozens of bikes every year, on- and off-road, and 100 miles is sufficient to evaluate how an adventure bike handles off-road. While we would have loved to dedicate a full week to do a Backcountry Discovery Route on the 1290 SA-R, timing and logistics did not allow that.

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2021 KTM 890 Adventure First Look (9 Fast Facts with Specs and Photos)

Joining the previously announced 2021 KTM 890 Adventure R and Adventure Rally R dirt-oriented ADV motorcycles, we are quickly getting a look at the street-friendly 2021 KTM 890 Adventure. It’s the “standard” edition of the trio, with changes to suspension and geometry. Let’s take a look at what makes the standard 890 Adventure stand out from its siblings.

• The 2021 KTM 890 Adventure gets WP Apex suspension. The WP Apex suspension is a step down from the WP Xplor series suspension on the R and R Rally. Suspension travel on the standard 890 Adventure is 1.5 inches shorter at both ends than the Adventure R, and 2.7 inches shorter than the 10.6 inches of travel on the R Rally. Definitely, this change is to improve the streetability of the standard 890 Adventure.

• The 890 Adventure gets something we’re less familiar with— Avon AV54 Trailrider tires. Again, these tires are less aggressive in the dirt than the Continental Twinduro TKC 80 tires mounted on the R and R Rally. We are expecting superior street performance on the 890 Adventure. Wheel size, however, remains the same—the dirt-friendly 21-/18-inch combination is retained.
• Expect quicker handling on this standard version than its two brothers. The wheelbase on the standard 890 adventure is nearly an inch shorter than the R and R Rally, while the rake is decreased a few tenths to 25.9 degrees.
• With the shorter suspension travel, the 890 Adventure sits lower overall. The seat height on the 890 Adventure can be switched between 32.7 and 33.5 inches. The R’s seat is 34.6 inches above the pavement, while the R Rally’s seat height is 38.8 inches. Ground clearance is also reduced, with the standard’s 9.2 inches comparing to 10.4 inches on the R and a full 12 inches on the R Rally.

• The basic frame and the 899cc motor are identical across all three 890 Adventures .
• A taller windscreen than on the Rs makes the standard version more enjoyable at high speed on the pavement.
• The 2021 KTM 890 Adventure gets an impressive suite of electronics. That means a TFT dash that helps you adjust the corner-aware ABS, traction control, engine compression braking, and the smartphone-based KTM My Ride interactive app.

• There are options that increase performance and comfort. If you’d like, you can add an up/down quickshifter, cruise control, a heated seat, heated grips, and luggage.
• We don’t yet have an arrival date or price for the 2021 KTM 890 Adventure.  

Photography by H.  Mitterbauer and Rudi Schedl    2021 KTM 890   Adventure Specs ENGINE

• Type: Parallel twin
• Displacement: 889cc
• Bore x stroke: 90.7 x 68.8mm
• Maximum power: 100 horsepower @ 8000 rpm
• Maximum torque: 74 ft-lbs @ 6500 rpm
• Valvetrain: DOHC, 8 valves
• Fueling: Dell’Orto w/ 46mm throttle body
• Lubrication: Pressure lubrication w/ 2 oil pumps
• Transmission: 6-speed
• Clutch: PASC assist-and-slipper clutch
• Final drive: Chain
• Frame: Chromoly tubular steel w/ stressed engine and chromoly trellis subframe Handlebar: Tapered aluminum
• Front suspension; travel: Fully adjustable damping WP Apex open-cartridge inverted 43mm fork/7.9 inches
• Rear suspension; travel: Linkage-free spring-preload and rebound-damping adjustable WP Apex shock; 7.9 inches
• Wheels: Wire-spoked
• Front wheel: 2.50 x 21
• Rear wheel: 4.50 x 18
• Tires: Avon AV54 Trailrider
• Front tire: 90/90 x 21
• Rear tire: 150/70 x 18
• Front brakes: 320mm discs w/ 4-piston radially mounted calipers
• Rear brake: 260mm disc
• ABS: Cornering and Offroad ABS

DIMENSIONS and CAPACITIES

• Wheelbase: 59.4 inches
• Rake: 25.9 degrees
• Seat height: 32.7 or 33.5 inches
• Ground clearance: 9.2 inches
• Fuel capacity: 5.3 gallons
• Curb weight: 464 pounds (approx.)
• Colors: Orange; black

2021 KTM 890 Adventure Price: MSRP TBA

2021 KTM 890 Adventure Photo Gallery

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Two years ago, KTM funneled track experience, premium technology and race-inspired design into some of the most versatile and exciting Adventure motorcycles to roll off the brand’s production lines. As a result, the KTM 790 ADVENTURE line-up quickened the pulse in the midweight segment. For 2021 and beyond, KTM is raising heartrates further with the launch of the KTM 890 ADVENTURE R RALLY and KTM 890 ADVENTURE R machines; a pair of new bikes based on new engine platforms with more power and torque, which are ready for extreme escapes off the beaten track.

In the KTM 890 ADVENTURE R RALLY, KTM is crafting one of the most desirable Adventure offerings in any catalog thanks to a series of components and settings derived from the efforts of the Red Bull KTM Factory Racing Rally team. The data recorded across landscapes around the world has been analyzed and applied directly to the form of the KTM 890 ADVENTURE R RALLY.

Top of the range WP Pro Components ensure all-action, fully adjustable suspension while the power output of the new 4-stroke, twin, DOHC, Euro5-ready engine is boosted by an ultra-light Akrapovič silencer. The KTM 890 ADVENTURE R RALLY is a top of the range, specialized motorcycle for the hardcore Adventurer with a raft of niche details like specific chassis race settings, rally footpegs (wider, lighter and mud-free), straight seat, clear screen and winglets, racing graphics along with Quickshifter+ and RALLY ride mode as standard.

The KTM 890 ADVENTURE R improves and accelerates the riding sensation that many came to love with the KTM 790 ADVENTURE model family. The new engine generates 105 hp and 100 Nm of torque, that is 10 hp and 12 Nm more than the bike’s smaller brother. The crankshaft features 20% more rotating mass and the overall effect of the engineering around the powerplant means a more stable and consistent output, noticeable with low RPM torque. The added mass also means added cornering stability for long distance riding on the throttle. Fully adjustable WP XPLOR suspension, overhauled ABS software and new traction control algorithms are just three aspects that mold the KTM 890 ADVENTURE R as the company’s refined definition of an exhilarating ‘allrounder’.

KTM 890 ADVENTURE R – MODEL HIGHLIGHTS - New 889cc engine with an added 90cc of displacement - Engine featuring 20% more rotating masses (Euro5) - More power with 105 hp @ 8,000rpm - Added torque with 100 Nm @ 6,500 rpm - Reinforced clutch - Improved ABS and Traction Control - Reworked shifting for faster gear changes - Updated Quickshifter+ (optional) - New handlebar switch for Cruise Control function - Chassis upgrades with aluminum steering head tube & lighter subframe - Reworked front & rear brakes - New suspension settings

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2022 KTM 890 Adventure [Specs, Features, Photos]

2022 KTM 890 Adventure: The Ride Continues at the End of the Road

Model overview.

• Specifications

The 890 Adventure offers the agility and sporty features you’d expect from a KTM . Moreover, this bike presents itself in the Austrian brand’s 2022 lineup as a supremely competent adventure-tourer, both on and off the trail. The engine is paired with a six-speed sequential gearbox.

With rider-focused technology, it now offers more grip and handling and greater suspension adjustability. However, the most noticeable improvement over its predecessor is in the engine. Thanks to a series of enhancements, the 889 cc DOHC twin-cylinder engine produces an impressive 103 horsepower and 100 Nm of torque.

KTM focused the geometry of the 890 Adventure on agile handling and comfort on long-distance trips but with off-road capabilities thanks to the robustness of its chrome-molybdenum steel tubular frame.

The cast swingarm was designed with the utmost precision to offer greater rigidity and stability without losing its excellent flexibility.

The light and robust AVON Trailrider tubeless tires have the option to equip the tire pressure monitoring system (TPMS), which adds confidence and comfort on long trips.

The 890 Adventure has WP suspensions set up to accommodate many terrain variables. And to increase stability, it equips a steering damper that comes in handy in different terrains.

It is worth mentioning that this bike offers cornering ABS, which allows you to take advantage of all the power of the brakes. The system adjusts the pressure depending on the angle of inclination of the motorcycle.

The 2022 KTM 890 Adventure starts at $13,399 USD / $14,699 CAD.

On this page: we’ve curated specs, features, news, photos/videos, etc. so you can read up on the new 2022 KTM 890 Adventure in one place.

General Info

• Price: $13,399 USD / $14,699 CAD
• 889 cc liquid-cooled engine with 105 HP and 73 lb-ft of torque
• Quickshifter+ technology & Power Assist Clutch (PASC)
• Cornering ABS and available tire pressure monitoring system (TPMS)
• AVON Trailrider tubeless tires
• Engine: 889 cc, 8 valve parallel twin engine
• Power: 103 hp (77 kW) at 8,000 rpm
• Torque: 73 lb-ft (100 Nm) at 6,500 rpm
• Wet Weight:   464 (210 kg)
• Seat Height: 33.4 in. (850 mm)

Competitors

• Husqvarna Norden 901
• Ducati DesertX
• Benelli TRK 802

2022 KTM 890 Adventure Specifications

2022 KTM 890 Adventure Features

Cylinder head, wheels & tires, tft display, 2022 ktm 890 adventure photos.

2022 KTM 890 Adventure Videos

2022 KTM 890 Adventure review

2022 KTM 890 ADVENTURE

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2024 KTM 890 Adventure Guide

Review – Key Features – Features & Benefits – Specifications

2024 KTM 890 Adventure: RIDE ALL DAY.

Introducing the 2024 KTM 890 Adventure…

Complete with reworked adjustable suspension, improved seat comfort, and wind protection, the 2024 KTM 890 ADVENTURE is ready to take you to places unknown.

Let’s get straight to the point – the KTM 890 ADVENTURE is serious about adventure travel. Updated in 2023, the KTM 890 ADVENTURE brings unmatched rideability on everything from highways to rocky gravel switchbacks.

2024 KTM 890 Adventure Totalmotorcycle.com Key Features

KEEEPING YOU MOVING

2024 KTM 890 Adventure Totalmotorcycle.com Features and Benefits

KTM rider aids are developed to enhance the overall ADVENTURE experience by providing more control in different riding scenarios. ABS, MTC, and specially engineered RIDE MODES allow you to get the most out of your machine when barreling down the tarmac on your way to the rough stuff.

UNMATCHED TRACTION

MTC (Motorcycle Traction Control)

Making use of the latest generation of KTM MTC, traction is improved by using an advanced 6D Inertial Measurement Unit. This not only regulates and controls any slip at the rear wheel but also prevents uncontrolled lifting of the front wheel. With these two forces combined, the motorcycle is guaranteed the best possible acceleration. And when further combined with the data collected from the lean angle sensor, the system detects and controls power wheelies and ensures stability as well as smooth wheel landing and acceleration.

FULL CONFIDENCE IN THE CORNERS

Cornering ABS

Grab a handful of brakes with total confidence thanks to a new 9.3 MP ABS unit. This allows riders to use full braking power mid-corner with the 6D-sensor doing all the hard work. The 6D-sensor works by continuously monitoring and evaluating the current dynamic state of the motorcycle, enhancing safety and stability during braking. Also, this level of ABS technology is unmatched, providing precise and efficient stopping power with the highest level of safety.

RIDE ALL DAY

Seat Comfort

The two-piece seat on the KTM 890 ADVENTURE is developed with rider and pillion comfort in mind. For more adventurous offroading, a single-piece Rally seat is available along with other seat options in the KTM PowerParts catalog.

In the rough

DOMINATE THE DIRT

Offroad ABS

For the 2024 KTM 890 ADVENTURE, Offroad ABS is automatically toggled when you’ve selected Offroad or Rally Mode. This means ABS functionality is reduced on the front wheel, and completely deactivated on the rear, allowing riders to slide the back-end into a corner. Simply put – more braking power and control in the dirt when you need it, with the ability to shred the trail when you don’t.

GET TO GRIPPING

The 2024 KTM 890 ADVENTURE R is fitted with all-new MITAS ENDURO TRAIL rubber, specifically optimized for KTM. These are ideal for riders looking for durability, handling, and mileage on road, but with the added benefit of being able to conquer difficult offroad tracks and trails with ease.

TUNED TO TRAVEL

Reworked Suspension

The 2024 KTM 890 ADVENTURE allows you to set up your ride to your own preferences. Fitted with rebound and compression damping adjusters on the top cap of each fork leg, it makes for quick and easy adjustment for different terrain types. On the rear, the shock features a rebound damping adjuster and a hand adjuster for spring preload. The rebound damping adjustability allows the rider to adapt the shock behavior to different riding situations, while the spring preload adjuster can be tailored for luggage or passenger loads.

Behind the bars

RALLY INSPIRED

A completely reworked and striking front end gives the KTM 890 ADVENTURE true READY TO RACE looks. In addition, the structure below the fairing makes use of 2 forged aluminum brackets that provide maximum stiffness to the front mask, windshield, and instrument tower. This, along with using in-mold graphics for durability and a low front fender designed to keep unwanted water and mud spray to a minimum, makes the KTM 890 ADVENTURE ready for any adventure.

ADVENTURE READY

For 2024, the KTM 890 ADVENTURE charges off the beaten track with an option of either orange or black color combinations. The graphics are produced with in-mold technology to ensure graphics stay looking showroom fresh after every adventure.

PLAIN SAILING

Aerodynamics

The 2024 KTM 890 ADVENTURE sports a KTM Rally-inspired, taller windscreen for improved wind protection on road, with unique anti-buffer aerodynamics.

COMMAND CONTROL

Upgraded TFT Display

A state-of-the-art full 5″ TFT display keeps you informed with everything you need to know about the machine below you. Featuring improved functionality, each function is illustrated by an infographic of the motorcycle to directly show the user the relevant field of adjustment. An optically bonded mineral glass display ensures optimum scratch and glare resistance. Additionally, an optional Connectivity Unit allows the connection between the KTMconnect app and the TFT via Bluetooth for Turn-by-Turn+ navigation, music, incoming calls, and quick access to KTM roadside assistance.

FREEDOM OF MOVEMENT

With tank spoilers and rear side panels slightly wider than the seat, hitting the long road to nowhere is easier thanks to improved rider movement. This also helps with reduced wear and tear on the seat, while the slim shape of the fuel tank is optimized for precise handling and control when standing on the pegs.

The 2023 KTM 890 ADVENTURE brings unmatched technology to the trail. Boasting an arsenal of rider aids, ride modes, ABS and traction control features – as well as smartphone connectivity – it rules the mid-weight adventure bike roost. The riding experience can be further enhanced with optional additions like Quickshifter+ and Cruise Control, with the introduction of a Demo Mode, that allows you to test the tech on the first 1.500km.

On the charge

ENGINEERED TO RIDE

The overall geometry of the KTM 890 ADVENTURE was developed for light handling, and comfort on long-distance exploration missions – with unchallenged offroad capability. Strength was a big consideration in the design, so a tubular Chromoly steel frame is used with the engine acting as a stressed member to reduce weight and overall size. An all-new engine protector also adds a little more piece of mind when out of the trail. All design and engineering innovations are focused on being compact and light.

FULLY-LOADED

Featuring a lightweight and solid construction, the subframe is fully-loaded for adventure. The motorcycle beneath you needs to be built to last. The steel trellis subframe was developed to be compact, lightweight, and also strong enough to carry a full load of luggage as well as a passenger on even the longest, cross-continental journeys.

The 2024 KTM 890 ADVENTURE is rock solid at any speed, thanks to a high-end steering damper. Engineered to provide unflappable composure at all times, the steering damper works to keep the front end stable when flicking through tight turns, or hauling over corrugated surfaces.

2024 KTM 890 Adventure – Totalmotorcycle.com  International Specifications/Technical Details US MSRP Price: $ See Dealer for pricing in USD Canada MSRP Price: $ See Dealer for Pricing CDN Europe/UK MSRP Price: £ See Dealer for pricing in GBP (On The Road inc 20% Vat)

Engine Torque 100Nm Transmission 6-speed Cooling Liquid cooled with water/oil heat exchanger Power in KW 77kW Starter Electric starter Stroke 68.8mm Bore 90.7mm Clutch PASC™ antihopping clutch, mechanically operated CO2 emissions 110g/km Displacement 889cm³ EMS Bosch EMS with RBW Design 2-cylinder, 4-stroke, parallel twin Fuel consumption 4.5l/100 km Lubrication Forced oil lubrication with 2 oil pumps

Chassis Tank capacity (approx.) 20l Front brake disc diameter 320mm Rear brake disc diameter 260mm Front brake Disc brake Rear brake Disc brake Chain 520 X-Ring dry weight 200kg Frame design Chromium-Molybdenum-Steel frame using the engine as stressed element, powder coated Front suspension WP APEX 43 Ground clearance 233mm Rear suspension WP APEX – Monoshock Seat height 860/840 mm Steering head angle 64.1° Suspension travel (front) 200mm Suspension travel (rear) 200mm

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

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Husqvarna Norden 901 vs KTM 890 Adventure R (Specs Comparison)

Swedish bike manufacturer, Husqvarna, recently launched their first and much anticipated adventure bike, the Husqvarna Norden 901. The Norden 901 is basically a re-dressed KTM 890 Adventure. It features the same engine, drivetrain and a host of other components which you would not immediately see when looking at the two bikes side-by-side.

Before we look at the differences between the Husqvarna Norden 901 and the KTM 890 Adventure, here are the basic specs:

The manufacturers’ websites do not always give enough information on the detailed specifications, so I consulted the brochure of the Norden 901 from Husqvarna’s website as well as the owner’s manual of the KTM 890 Adventure from KTM’s website .

Here are the most notable differences between the Husqvarna Norden 901 and the KTM 890 Adventure models:

Norden 901 vs KTM 890 Adventure: Suspension

The KTM 890 Adventure R is renowned for being a superb off-road machine. This is partly due to its impressive power to weight ratio compared to other modern adventure bikes, but the main reason is the suspension. The KTM 890 Adventure R is fitted with KTM’s inhouse brand WP XPLOR upside down fork with a 48 mm diameter up front and WP XACT PDS mono shock in the rear.

The Husqvarna Norden 901 shares the suspension of the more street-biased KTM 890 Adventure, with WP APEX suspension front and rear. The front fork diameter on the Norden 901 and the 890 Adventure is 43 mm. The suspension is probably the single biggest difference between the bikes, apart from the look.

Norden 901 vs KTM 890 Adventure: Suspension Travel

The Norden’s suspension travel is 220 mm in the front and 215 mm in the rear, which is less than the KTM 890 Adventure R at 240 mm front and rear. This is as a result of the different suspension systems on these bikes. Interestingly, the KTM 890 Adventure that has the same WP APEX suspension as the Norden, has much less travel at only 195 mm front and rear.

Norden 901 vs KTM 890 Adventure: Seat Height and Ground Clearance

When it comes to seat height and ground clearance, the Husqvarna Norden 901 slots right in right in the middle between the KTM 890 Adventure and Adventure R. This is mostly thanks to use of WP APEX suspension in the Norden. That said, it is still taller than the 890 Adventure with the same setup.

The KTM 890 Adventure R has a seat height of 880 mm, which is taller than the upper end of the Norden’s 854-874 mm seat height range. The KTM 890 Adventure’s seat height can be adjusted between 830 and 850 mm.

Similarly, the ground clearance of the Husky Norden 901 is 252 mm, right between the KTM 890 Adventure R (263 mm) and the KTM 890 Adventure (233 mm).

Norden 901 vs KTM 890 Adventure: Electronics and Standard Features

There are bound to be many small differences and this will only be confirmed once I get hold of a press bike. To stay up to date, go subscribe out my YouTube Channel . I did, however, scan the marketing material for small differences between the Husqvarna and the KTM.

Both brands have all the electronics you’d expect of a modern adventure bike, including lean-angle ABS, traction control, and three standard riding modes (Street, Rain & Offroad). In addition, the Norden and KTMs have an optional ride mode called Explorer or Rally respectively. They will probably not differ much.

Standard features always depend on the specific market where the bike is sold, but from the U.S. sites and marketing material, it looks like the Norden 901 may have a tire pressure monitoring system (TPMS) and heated grips and seats as standard, while these are optional on the KTMs. Cruiser control is standard on the Norden, while only the switch gear is fitted to the KTMs at the factory. The software to ride the KTM with no hands is an optional extra.

Which is Best? Norden 901 or KTM 890 Adventure?

It really is impossible to say and it will 100% depend on what you want to use it for and your personal preference. All I can say is that the Norden 901 looks 200% better than the KTM and I can’t wait to ride one!

Francois Steyn

I've been riding motorcycles since I was in school and have traveled thousands of miles on various bikes through more than 10 countries. For more info, check out my about page: https://www.adventurebiketroop.com/about-us/

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We take three hardcore adventure offerings both on and off-road, to see which machine reigns supreme

Nowadays, adventure bikes come in all shapes and sizes, for every different style of rider. For some, the perfect adventure bike is a light, low-capacity machine that’s capable of being ridden anywhere – while for others, their ideal is something that’s substantial in terms of weight and capacity, with the target of tackling big mileage in the comfiest way possible.

But the very meaning of adventure according to the Oxford dictionary is ‘an unusual, exciting or dangerous experience’ – and for that?

Well, we’ve got three of the most hardcore, off-road ready machines you can buy from a showroom today. The fight is between KTM’s devilishly capable 890 Adventure R, Yamaha’s new Ténéré 700 Extreme with some much-needed suspension updates from the standard model and Ducati’s seriously spec’d DesertX Rally.

So, which is your finest, hardcore adventure companion?

Ducati DesertX Rally – £20,051.54 as tested

• Engine 937cc liquid-cooled L-twin, 110bhp, 68lb-ft
• Frame Tubular steel trellis
• Suspension KYB 48mm fully adjustable forks with fully adjustable KYB shock
• Front brake 2 x 320mm discs with four-piston Brembo monobloc calipers and Bosch cornering ABS
• Rear brake 265mm disc with Brembo caliper and Bosch Cornering ABS
• Seat height 910mm
• Kerb weight 224kg
• Read our in-depth Ducati DesertX Rally review

KTM 890 Adventure R – £14,857.87 as tested

• Engine 889cc parallel twin, 104bhp, 73.8lb-ft
• Frame Tubular steel frame Suspension 48mm WP XPLOR USD fully adjustable forks, with WP XPLOR PDS shock
• Front brake 2 x 310mm discs with Nissin calipers and ABS
• Rear brake 260mm disc with Nissin caliper and ABS
• Seat height 880mm
• Kerb weight 200kg
• Read our in-depth KTM 890 Adventure R review

Yamaha Ténéré 700 Extreme – £10,906

• Engine 689cc liquid-cooled parallel twin, 72bhp, 50lb-ft
• Frame Steel backbone, double cradle
• Suspension 43mm fully adjustable KYB forks, with a fully adjustable KYB monoshock
• Front brake 2 x 282mm front discs with Brembo two piston calipers and ABS
• Rear brake 245mm rear disc with single piston caliper and ABS
• Kerb weight 205kg
• Read our in-depth Yamaha Ténéré 700 Extreme review

Pretty, serious

At a first glance, the Ducati and the Yamaha steal the show where appearances are concerned, both bringing a classy, retro vibe to the hardcore adventure sector.

• Related : Top adventure bike riding gear

The Ténéré’s retro colour scheme looks gorgeous plastered on its slender plastics, with a few nice touches such as a mudguard on the rear of the front wheel (which the other two lack) alongside broad handlebars, hefty pegs and slightly chunky KYB suspension.

Although it looks like a beauty from afar, it isn’t the prettiest sight up close; from the top yoke to the swingarm finish it doesn’t scream ‘premium’ – but considering the gulf in price points, it can be easily forgiven.

It’s only exacerbated by the fact that up close, the finish and build quality of the DesertX Rally looks so smart, with premium kit and lovely detailing, from the etching on the top yokes to the stitching on the seat.

Although the thick PVC graphics might put some people off, I love the racebike-chic nature of the Ténéré, looking aggressive with its tall and menacing stance.

In this company, the 890 Adventure R is actually the odd one out of the three; it has that modern, divisive edginess which KTMs are famous for, but in a slightly more compact package.

Even though it’s the smallest of the bunch in terms of height it still has a serious presence, which is a huge bonus when it comes to big-capacity adventurers.

Confidence killers?

If seat height or slow-speed manoeuvring is an issue then there’s only one way to go, and that’s with the KTM. Not only is the 890 Adventure R the lowest of the three by a discernible margin, which means touching the floor is an easier affair, it is also well balanced, with a centre of gravity that is pleasingly low, thanks to clever tank design which sits the fuel around the top of the engine.

It means that the KTM is the most confidence-inspiring of the three at a standstill and is the easiest to manoeuvre at slow speeds, which could be a godsend for smaller riders – especially as both the Ducati and the Yamaha tower above their orange rival.

And, because of its slightly lower seat, the 890 also offers a more conventional, almost road bike riding position. The seat feels neutral, the bars are relatively low and the pegs are surprisingly high, which feels good when you’re standing up, but makes it a little compact if you’re situated at the taller end of the human spectrum.

The Ducati, meanwhile, is the complete opposite. It feels tall with its 910mm seat height yet it’s very well balanced at slow speeds, and one of the niceties of the DesertX is just how spacious it is; the bars are tall and wide, there’s a big gap from the seat to the peg and out of the bunch, it has the most comfortable seat and riding position.

Although none of these machines are built purely for comfort, the Ducati takes top honours here; even though the Yamaha is thinner across the seat and chassis and it sits the same height as the Ducati, the Ténéré’s riding position isn’t quite as plush, nor does it feel as balanced as the two European offerings at slow speeds.

Not only are the bars a bit lower but they are a bit closer, too. And, worst of all, the seat is hard and almost unbearable after a few hours without standing on the pegs. So although the Ténéré is the cheapest by a country mile, it’s also the least luxurious place to be.

On the grippy stuff

And the same goes for the Yamaha’s road manners. Although it’s a step up from the standard Ténéré 700 in terms of its poise and precision, the Extreme’s suspension still feels a bit too soft and a little bit lazy mid corner, which then means that more effort and rider input is needed for direction changes.

Unlike the other two machines, the presence of a 21in front wheel and the slight sluggishness that comes with it is most noticeable on the Yamaha. Up the pace on A-roads, and not only does the Ténéré Extreme lack a bit of stability at higher speeds from the tall front end, but the CP2 parallel twin feels just a little bit laboured when you are overtaking and getting on the throttle in top gear.

It’s still a great machine, but in such rich company it doesn’t have the minerals to keep up, especially with Ducati’s DesertX Rally in its wheel tracks. Not only is it sure-footed and super-stable both in a straight line and through longer corners at lean angle, but the Ducati is surprisingly agile; its long-travel suspension, combined with lighter wheels make for an almost supermoto-style riding experience, albeit with a lot more comfort and maturity thrown in for good measure.

Much of the same impressive, road-going natures goes for the KTM too, the 890 performing impressively well, feeling as comfortable on tarmac as it does on dirt. Surprisingly, the 890 Adventure R actually feels the most road bike-esque in its nature; not only is the riding position the most conventional, but the bike also turns with poise and precision, with a reassuring level of stability, too.

And then there’s the beauty of its 889cc parallel twin engine, which works no matter where it is in the rev range; from crawling along in second gear at single-digit speeds, to sitting quietly at motorway speeds, it truly is a peach of an engine, although if we are being picky, it doesn’t have the slickest gearbox of the bunch.

The road less travelled

These bikes were built for venturing away from the beaten track, and it’s in the dirty stuff where they really come alive – with the 890 Adventure R being the easiest, most confidence inspiring machine to ride instantly.

This is thanks not only to its compact riding position, which puts the rider exactly where they need to be when standing, but also to just how brilliant the weight distribution is – making it a doddle to ride on tighter, more technical sections and an absolute delight to manhandle, with the lowest seat height to help with safety dabs as well.

The KTM is a truly impressive machine on the dirty, with a decent amount of mechanical grip created by its parallel twin working in partnership with the Mitas tyres – a combination which makes it really usable off-road from a walking pace, all the way up to the upper echelons of speed.

However, that’s also where the KTM finds its limits through the WP suspension, feeling a little less stable in the higher gears and finding itself upset over big bumps at potholes at speed, which is something that can’t be said about Ducati’s DesertX Rally.

In fact, what Ducati have done with the lighter wheels and that seriously premium KYB suspension is create an absolute monster of an adventure bike, one that goes about its business with absolutely no drama whatsoever.

It’s so good in fact, that it almost feels like cheating. Hitting craters, bumps and ruts is usually something you need to prepare for, but the sublime set-up from the posh KYB forks means that the Ducati will eat up obstacles with no rider input necessary, meaning that it can be ridden not only harder and faster, but more easily, too.

Instead of worrying about the ground in front, it’s possible to focus further into the distance, and the Rally just does the rest – it’s magic.

My only slight niggle is that the gearing could be a bit shorter to make second gear more tractable at walking pace, but aside from that? The Rally is utterly marvellous, and a masterclass in just how impressive a 220kg+ brute can be, especially at high speeds.

And those high speeds are exactly where the Ténéré 700 Extreme didn’t quite have the performance to keep up. In isolation its impressive and a real step up from the standard model, but in such rich company the Yamaha doesn’t quite have the poise and stability over sketchy surfaces at pace, while its centre of gravity feels high for slower, more technical sections.

It’s still a bloody good bit of kit, but where the KTM is so friendly and the Ducati is so capable, Yamaha just need to do a little more with their Ténéré 700 to give it some fight against these higher priced, bigger capacity rivals.

The MCN Verdict

The Ducati, KTM and the Yamaha may be three ‘hardcore’ adventure bikes, but they each bring something different, and unique to the table.

Although it’s getting on a bit now, there’s still a place for the Ténéré 700 in 2024, and the Extreme is the most capable off-roading model in the range, offering a strong package at an impressive price. Yet it does find its limitations both on and off-road sooner than its higher spec rivals, with the KTM providing the easiest, most confidence-inspiring approach, thanks to its superb balance and poise, whether that be tackling obstacles, or diving in and out of urban traffic.

But the most impressive of the bunch for proper off-roading mixed with road ability? Well, that accolade is reserved for Ducati’s DesertX Rally.

As far as mid-size adventure bikes go, nothing is as surefooted and as stable as the Rally, which manages to find an extra gear in its off-road abilities without sacrificing what also makes the standard DesertX such a classy road companion.

• Ducati’s unrivalled poise
• KTM’s confidence
• Yamaha’s price point
• KTM’s Demo mode
• Ducati’s gearing in 2nd
• Yamaha’s lack of tech

While you’re here: How MCN tests bikes

Our highly experienced team of road testers grind out hundreds of miles, come rain or snow, on the UK’s pothole-ridden roads to decide which bike is best in a particular category.

Using years of riding and racing experience (on and off-road), our expert journalists are able to assess the capabilities of a machine and translate that into understandable language to help MCN’s readers make an informed buying decision. Pitching bikes against their main rivals, we aim to give a conclusive verdict on which bike is best for your needs and your budget.

Using their considerable knowledge of the motorcycling market and audience, they can put a motorcycle into context and deliver a verdict that means something to anyone considering buying a particular machine, whether it be a cutting-edge, 200bhp sportsbike, a tall adventure weapon or a low-capacity 125cc machine.

By Carl Stevens

Road Tester - Carl has worked within the industry as a motorcycling journalist for several titles since 2015, and has covered a host of new bike launches, events, and interviews since then. Although he may still looks fairly young, he’s been around the block for longer than he’d care to admit. Alongside his journalistic experience, Carl has been racing since 2012, spending many years at both a club and National level. A personal highlight of his came in the form of a British GP2 podium, at his first outing. Although Carl has a keen eye on sportsbikes, nakeds and anything that can be a bit naughty, his love of motorcycling covers everything from off-road and adventure, to cruisers and big customs. If it’s got two wheels and an engine, he’ll have a go.

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Suspension question 890 adventure s

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Hi! I have a 890 adventure s that I'm looking at upgrading the suspension on. I found this kit: Benvenuti nel sito ufficiale di Andreani Group International Very stupid question but does a kit like this increase travel and increase seat height? If not does anyone know of another kit that does that? Or is the travel connected to the fork?  

Since they are cartridges, they are constricted by the length and size of the forks themselves. It all depends if your preload is set correctly for your weight. IF it is set up correctly, most likely your height and travel won't change. If the preload is maxed out then you will gain some height and more travel as you are not taking up the travel just in preload... It will handle better with the cartridges.  

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• KTM 890-990 Duke R
• 2020+ KTM 890 Duke R

suspension settings for the 890R

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I'm trying to figure out my suspension settings, I'm def on the heavier side, but not having the most luck optimising for the perfect feel (it's always great). I'm basically back to STANDARD settings, stock tire inflation with a little more rear preload. I'm interested in what you ride with, and what your weigh. I'm not super excited to embark on a journey to try lots of little changes (riding is too much fun!), so hoping to steal settings from other folks then tweak for me.  

I'd say this is a less-than-ideal way to go about it. Depending on where you live, I would try to go to a track day (usually don't have to even attend the event, just go to one) where there's a suspension tuner in the pits. It's typically $20-50 for them to get you dialed in. Tell them your story, what you're looking for, and they'll make your adjustments, have you take it for a spin, and adjust again based on your feedback. Weight appropriate springs aside, if I gave you mine (don't have the bike with me right now) you might say it's too harsh because I have it dialed in for A-group pace track days... on the other hand, you might say it's too soft/slow if you're 200lbs+, since I'm ~160 with gear. Without a tuner or very savvy suspension geek, in person, you WILL need to tweak it a bunch of times to get it just right for your needs/wants. I have settings for putting around/touring (softer, slower setup) For crappy conditions (faster front, slower rear) For aggressive riding (stiff and fast) At least offer the kind of riding you do, your weight, and (ideally) a pic of your tires with at least 500 miles on them. We can probably give you better info off your weight and tire wear than anything else you might offer, without seeing you ride.  

I'm all over the map and haven't settled on anything, this suspension is definitely the best I ever had out of the box - I can feel the difference between all of these settings Og track setup: 8 counterclockwise clicks compression 10 counterclockwise click rebound 10 low speed compression damp shock 12 rebound dampening shock Shock preload 5.5 Full comfort setup: 20 comfort compression 20 comfort rebound 16 low speed compression damp shock 17 rebound dampening shock Shock preload 1 3/6/22 5 lines forks showing setup: 15 compression 15 rebound 14 low speed compression damp shock 14 rebound dampening shock Shock preload need3 but ???? 3/10 17 compression 17 rebound 15 low speed compression 16 rebound dampening shock 2 shock preload 4/4 18 compression 18 rebound 14 low speed compression 14 rebound dampening shock 2 shock preload  

Thanks folks I'm def pushing 240 with gear. Let me try and get some tire pictures to share. What do you look for in a tire picture to make decisions on suspension? Anybody got a guide link handy? Would love more "ideal" suspension #s especially from folks close to my weight  

Sign up for Dave moss tuning, he has plethora of stuff, I'm extremely lucky he has massaged my bikes since 2007, I still recall the ex racbike I got, a 06 600rr, I immediately said i wanted to respring to get it to my weight, he immediately asked who valved it and said no I'll meet you at your next track day and we can see if you really need to respring. Also there is no "ideal" if you want to ride fast pace someone with your exact weight and tires/psi may feel awesome for them but not even work for you. If anything just start with the manual settings and go from there  

Buy the optional stiffer springs from KTM, and then set your bike up. If you're too heavy for the stock springs (probably anything over 200lbs), you'll never get it working really well.  

Awesome post topic OP, I was actually shooting a video about how to adjust the settings and will include all the information you folks have provided in it! I am about 200 and have taken the bike from an all comfort setup (from the previous owner) to the sport settings. From there I was planning on dialing it in but unfortunately just sustained a serious Achilles injury so that will have to wait. I hope to share the knowledge contained here regardless, thanks everyone!  

Awesome! Thanks for sharing all, and Amendoz - looking forward to your video (and good luck with your recovery)  

Agreed. Being on the light side, I went for the softer strings after a couple of months and only then could I achieve proper sag values. WP specialists should have access to a lot more springs the 3 listed in the manual. Where did you get these spec sheets ?  

KTMSHOP.se - Sveriges största reservdelsshop för KTM-delar

Thanks for the website address! I currently have 45 mm front and 44 mm rear. (about 32% and 29%) The front value is without preload (I had the caps changed for adjustable ones); the soft spring seems to fit my weight pretty well. On the road, I am left with about 20 mm of unused travel (O-ring rests at 30 mm from bottom).  

Sounds like you have it working nicely. Can you tell me where you got the caps with preload adjustment?  

Adding front preload to the Duke 890 R

It's great that we have that option. $250 usd each side here. I really like those. Thanks for the link.  

Doesn't seem right to me, I found prices around 185 usd. Anyway, still more expensive than the 95 € (=100 usd) we pay here.  

So I'm new to this stuff, and was wondering...can you use those numbers in the chart for stroke length as your base number to set up your sag, or do you have to raise the wheel off the ground and measure? Is every 890R different, or should they all be about the same since theoretically all the shocks and forks are identical?  

I'm not sure exactly what you're asking. If I follow correctly. I use the travel listed in the specs and divide by 25-30% depending on what style of riding you are doing..... this gives you your target sag value....the sag number you are trying to achieve. Is the travel the same on identical bikes? I would say yes. This short video probably is worth two pages of text Hope this helps.  

Nice video ! One remark though: the length of bare tube can be longer than actual fork travel. I think this is the case for the 890 R by 10 mm approx.  

You would use the difference between the fully extended measurement and the measurement with rider astride the bike. You're only measuring the amount the outer tube moves down the inner tube. The amount of travel vs the length of inner tube would have no bearing on the sag measurement. As long as you reference the same points in your measurement, you could even measure to the bottom of the fork leg....if I am understanding your observation correctly.  

Thanks for the response. I was asking if the measurement they call L1 in the video (the fully extended measurement) is the same as the fork stroke number in the WP chart in this thread (143). Can I start with this number or do I have to get the front wheel off the ground and measure?  

Unfortunately, you will need to top out the fork and measure. You can have your helper either lift the front of the bike until the fork just tops out or you can leave the kickstand down and have your helper pull back and to the side on the handlebars until the fork tops out. It's a bit awkward, but just takes long enough for you to get that measurement.  

Thought that might be the case...thank you for your insights! Gonna give it a try this weekend, although I'm pretty sure I'm too heavy for the stock springs anyway...  

You bet! You may be but, this is a starting point. Nothing better than a bike with well tuned suspension.  

At 170 lbs my stock 2022 890 rider sag was 50mm front and rear rode okay but not Ready to Race as they promise. Springs are necessary at a minimum for anyone near my weight or over, then look for rider sag as a starting point of 40mm front and 30 mm rear and the bike will behave like never before. This is mandatory step one clickers can't fix wrong springs.  

That's odd. You are in the target weight range stated by KTM. I am a bit heavier than you and was able to hit the correct sag numbers with the stock springs. Just my personal experience though. I don't view the Ready To Race slogan violated by a spring change. Im my mind, it would be virtually impossible for a manufacturer to hit all body weights and sizes with one machine. My motocross bikes almost always required a spring change to get the suspension where I wanted it. Spring changes are just part of tuning.  

I'm 170lbs and the 890r spring weight is perfect setup, that guy need to realize the 30/40mm doesn't work with this fork that has like 1-2" more travel then reg usd forks  

Funny observation my friend spends good money with Solid Performance and gets both his forks and shock re valved and proper springs installed for his 2021 890 he weighs 150 lbs and a expert track day rider. The notes read set rear rider sag between 25 to 35 mm and try using 30 mm as a starting point and adjust to your satisfaction from there as in either more stability or faster turn in as you see it. We installed these parts and followed their directions and while there we measured the front and found it to be at 41mm and off we went for a ride his review was that it never felt better and he could enter corners at a much higher rate of speed with more confidence. Funny eh. I spent a bit more with the Apex Pro setup and followed Solids Performances notes and once measure also found the front at 41mm and the rear at 30mm and had the same review. Yes I rode 2500 miles on the stock suspension and tried what I could and it ran really well but the front had less support and used more travel and never felt great. If you like it and are happy with it then great can't beat that. I wasn't, just reporting back what I found. 40 / 30 is not the end all but a good place to start and season to taste from there. imo  

An expert track day rider will likely want a stiffer set up than a street rider - especially if the streets are very bumpy and the tracks smooth.  

The springs are to set the ride height as in geometry and not for stiffer of softer, the clickers and valving are used for that. Yes at some point springs could make things stiffer when used incorrectly. I the case of this bike boke the 790 and 890 came with springs for a rider much less than the usual 170 - 190 lbs range.  

If you look at the longer fork travel and the entire rider triangle, you will then understand this is not a sport bike and the normal 30 +/- mm sag doesn't really apply. But if it works for you then keep it. I am not saying that everyone needs to have suspensions setup/sag are all identical  

I know there are part numbers in the Powerparts catalog for the Apex Pro. Do they set them up for your weight and your riding level or is it bolt on and tune? I wish you were an emoloyee of WP too. You could tell the secrets.....haha  

I'm really struggling with suspension settings on my 890R, am about 210lbs. Not sure what's going on but pot holes / road irregularities the bike is really stiff, it's like not having a shock at all.. I tried standard and comfort settings as per manual but not much difference. From my understanding these situations should be more related to fast compression damping, but the manual and the WP docs in this thread allow for no adjustment, it's 1.5 turns in any setting. I double checked it's at 1.5, and I wanted to confirm with you as per manual that damping is reduced counterclockwise like for the other settings (exluding preload)? Thanks  

Yes damping is reduced if you turn the clickers out (think water faucet). I'm afraid that given your weight, you will not be able to get the suspension where you want without a spring change. As far as rear preload, I pay no attention to the book "turns in" recommendation. I just set sag as per usual measurements. You will most likely not be able to hit the correct sag numbers with the stock apring rates.  

Also having a spread of near 10mm between the front rider sag vs the rear meaning 10mm more in the front allows the bike to steer very well. A range of 8 to 12 would be in reason and worth experimenting for your own preference. A larger spread would turn in quicker and steepen the steering and less would be more stable and be flatter. Once the correct springs are installed that is. Since the forks don't allow for preload adjustment you can adjust the rear preload to change the spread As a reference the Apex Pro rear shock spring is 150N/mm for a rider weight of 75 - 85 kg same as stock and the fork cartridge is one step firmer at 8.5 N/mm vs. 7.5 These are subtle adjustments that you WILL feel opposed to moving the forks in the triple clamps higher or lower which more than likely would be too large of a jump and easier to accomplish and un do if the results aren't to your liking. For example try turning your rear preload adjuster 1/2 a turn in from where it is and hitting a familiar curvy road, then trying turning the preload 1/2 turn out from your original setting and doing the same. You'll likely have learned something and a new favorite setting, this is for merely ride height and turn in no clickers should be touched for this test.  

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KTM 890 Adventure R: What Makes This A Unique Mid-Weight Adventure Bike

• The KTM 890 Adventure R is a revolutionary motorcycle with excellent off-road suspension, making it the most off-road capable adventure bike on the market.
• While it may not offer great value or be the best adventure tourer, if you want the best off-road capability, the KTM 890 Adventure R is the motorcycle for you.
• The KTM 890 Adventure R comes with a range of premium features and components, although some of these features are hidden behind a paywall and require additional options.

When the 790 Adventure first broke cover back in 2019 , the whole industry stopped to take note. It was a truly revolutionary motorcycle, equally competent on the road and off of it, arguably, more competent off-road.

Two short years later, the 790 reached the end of its life cycle. Officially speaking, the 890 was optimized to improve emissions. Unofficially, the 790 had more than its fair share of issues and desperately needed an overhaul. Either way, the 890 is a big step in the right direction. It has more than enough power to make it a fun bike to tour on, but its party trick is the best off-road suspension you can get on a stock motorcycle.

If you are after a bike that offers great value, this might not be the best pick. If you want a great adventure tourer, there are also better bikes for that. But, if you want the best, most off-road capable adventure bike, this is the motorcycle for you.

2023 KTM 790 Adventure: Performance, Price, And Photos

In order to give you the most up-to-date and accurate information possible, the data used to compile this article was sourced directly from the official KTM site and other authoritative sources, including Cycle World.

KTM 890 Adventure R Dimensions

KTM does a great job of finding a balance between making the bike light and nimble, yet also incredibly powerful. This is no mean feat, and it is the main reason you have to pay top dollar for this particular middleweight.

The trick isn’t in really making it the absolute lightest motorcycle in the segment, but where it holds its weight. Any top-heavy motorcycle feels significantly heavier. On paper, the Yamaha Tenere 700 is a good deal lighter than the KTM, but if you ride them back to back, or lift either of them off the ground after a fall, you would swear the KTM is the lighter bike. This is all down to where the Adventure R holds its fuel. Instead of having the tank up high like the T7, it is down next to the engine, which keeps the center of gravity much lower. Between the innovative design and a myriad of tech features, nothing can touch the Adventure R in the dirt. In short, you get what you pay for.

Dimensions Specifications

890 adventure r performance.

As much as the 890 Adventure R falls into the middleweight class, the performance of a modern middleweight is nothing to be sniffed at. When the 790 first broke cover, it offered class-leading power - the same, rather ironically, cannot be said for the 890. Such is the competitive nature of this segment today.

It still has 103 horsepower, more than enough to get in trouble on the road, and way more than enough to get in trouble off of it. But it isn’t so much about how much power the 890 makes, but how it makes it, and how it uses it. By their very nature, parallel twins have a great mid-range and the 890 is no different, but it also just so happens that it loves being at the limit too. So, no matter where you are in the rev range, it will always feel like you have access to more than enough power.

In the dirt, controlling power delivery is the biggest challenge for larger bikes. And yes, middleweight adventure bikes are still pretty big bikes when you are on a dirt trail. Other manufacturers have opted to change the engine tune and limit power, but KTM has a different approach. They throw a bunch of technology at the bike to help you keep things right side up in the dirt. They equip their bikes with the best off-road ABS systems on the market, and one of the most intuitive off-road traction control systems. All you need to do is select the right mode…

Engine Specifications

2024 ktm 890 adventure r rally: everything you need to know, ktm 890 adventure r price and features, msrp: $15,199.

As is the case with most of KTM’s products, they throw the veritable kitchen sink at the motorcycle when it comes to technology. Obviously, this is wonderful for marketing, but it does leave a few question marks in terms of long-term reliability.

We are happy to report that, so far, the 890s are proving to be a fair bit more reliable than the 790s were. A large proportion of their bad name is down to that platform, which has since made a return as a more budget-friendly option. Budget-friendly is one thing the 890 Adventure R is not, and you are paying top dollar because you are getting a premium bike with premium components . It is, however, worth noting that most of the features are hidden behind a paywall, so if you want the bike for its tech, you need to check an options box.

• Off-road ABS
• Cornering ABS
• 5-inch TFT dash
• Smartphone connectivity
• Quickshifter
• WP Xplor-USD 48mm forks
• WP Xplor PDS rear shock

The Competition

It is no secret that the ADV segment has just exploded in the past few years, and within that segment, the middleweight ADV has become one of the most popular kinds of motorcycle today. With most people realizing a middleweight can do pretty much anything a more expensive full-sized ADV can do, and if you like going off-road, they simply do most things that much better.

2023 Suzuki V-Strom 800DE: Performance, Price, And Photos

With that, every manufacturer has now got a strong contender in this segment. Even Suzuki, who trundled around with a platform that was over two decades old, took the plunge and developed a worthy contender in the form of the 800DE. Ducati , who have traditionally been unwilling to get too dirty, have the DesertX, arguably the best looking ADV money can buy if you have the money. Then we have Yamaha, who got this whole thing started, and they just updated the exceptional T7... It is a crowded space.

What makes the 890 Adventure R stand out is its off-road capability straight from the factory. Every single other bike compromises in this respect to make the bike work as a tourer, but if you want a more touring-friendly option, KTM will point you to the standard 890 Adventure, or the budget-friendly 790. The Adventure R makes no such compromises, so if you want the most capable off-road ADV, look no further.

Sources: KTM and Cycle World

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Suspension upgrade

Discussion in ' Parallel World (790/890) ' started by Houjous , Jul 8, 2022 .

Houjous Deleted

Got an 890 Adventure base model & realized - there is no front suspension control....What do you R guys/gals upgrade your R's to? https://www.wp-suspension.com/procomponents/offroad/xplor-pro-7548/ Is what comes with the Rallies These 2 are what I've found. https://tractivesuspension.com/shop/motorcycle/ktm/790-adv-2019-ktm/x-treme-16/ or https://touratech-usa.com/store/Touratech-Fork-Cartridge-Conversion-KTM-790-Adventure-R Anyone have knowledge on these, or does anyone know of better choices? The Touratech is probably almost crossing my line for price range if your suggesting other cartridges.

grace Long timer Supporter

xplor pro comes on the rally not the R. R comes with xplor -not pro. i run tractive extreme on an r1200gs and as 300mm rear shock on a 2021 ktm 690. i find that tractive makes high quality and high performance components. i have xplor pro on the 790 rally. xplor pro is outstanding. if you don't mind the expense, get the xplor pro with cone valves. if you don't want to spend the money on xplor pro, you can have suspension101, aka @Torque , setup the suspension for you.

I'll try to price out the xplor pros' then! their site shows nothing for prices XD

Houjous said: ↑ I'll try to price out the xplor pros' then! their site shows nothing for prices XD Click to expand...

chippertheripper motorcycle junkie Supporter

These folx might know: https://www.advrider.com/f/threads/790-adventure-s-standard-suspension-mods.1419438/

grace said: ↑ if you get xplor pro, which is the way to go, i definitely recommend finding a competent suspension shop to set them up. Click to expand...

EvilSteve Not so evil, not so Steve. Supporter

https://www.suspension101.com/ @Torque

Houjous said: ↑ I got a really good shop by me. I just need the capital haha. Click to expand...

Dan D. Long timer

@beefcake morris Well what do you know? Lol...

chippertheripper said: ↑ C cycle? Tractive? Click to expand...

@Torque maybe be putting his work in a dress, but God damn it's the sexiest dress I've ever gotten to peel off. That 49 mm is just about the right size for me too.. TMI.

Houjous said: ↑ Those don't seem worth it. The minimum cost of around 500$ and around $1000 for the best stuff they have. For around $2000 - yes it's double - but the entire fork is being rebuilt from the inside. the suspension101 seems to be a dress up kit. maybe I'm missing something about it though. Click to expand...

EvilSteve said: ↑ I mean if you have the money to spend, more power to you. Most of the (790) people I ride with have the pro suspension on their bikes. Having been one of the earlier people running Suspension 101 gear on my 790 (~16k miles later) and know that there’s a world of difference in performance compared to stock. Having ridden the pro stuff (if not set up for me) think the big difference was stiction. YMMV. Click to expand...

If you’re coming from apex, your cheapest way into top tier suspension is going to be the pro stuff, I’d reckon. If you already had an R, then it would be less spendy to get that stuff stretched and reworked.

chippertheripper said: ↑ If you already had an R, then it would be less spendy to get that stuff stretched and reworked. Click to expand...

Houjous said: ↑ This just sold me on the WP or the Tractives. "Stretched & reworked" sound like "new weakest link for suspension failure" as I am doing way more then they are expecting you to do on your 890. Click to expand...

chippertheripper said: ↑ Weakest link for failure? How so? And really, what do you mean specifically by doing way more than intended. I’m close enough by that maybe we’ll cross paths. Dazzle me. Click to expand...

Clearly, this is your first go at hefty motorcycle mods? When I said stretched and reworked, I meant lengthening the travel and improving the valving (and putting the correct springs in). A huge improvement in performance all the way around, and by no means weakening anything. If you want to get some Dual-sport miles in your legs once you get your bike set ups, by all means, reach out.

windblown101 Long timer Supporter

Houjous said: ↑ Can't dazzle you yet sadly. I'm building myself along side the bike. In spring 2024 i'm going to Alaska through the northwest territories and the Yukon in Canada . Then heading south on the pan America highway down to Nevada to wash my tires in sand before sweeping through the southern states back to CT in October. After my 600 mile service in getting down to these places linked below to learn more of the ins and outs of the bike. And I've been losing the extra weight I'm carrying on my personal frame getting ready for the substantial effort I'll be facing in the middle of nowhere. https://stepoutside.org/article/amazing-dirt-motorcycle-trails-in-connecticut/ The suspension will be the last thing I probably upgrade. This is just budgeting As for the weak link part. When you deviate the use of an object too far from its intended uses - it wears out the object much faster. Click to expand...

Houjous said: ↑ Gotcha trying to feel this all out. I'm going to be going from sand to snow to rocks and everything in-between so I'm just trying to make sure I don't buy 1 set then need to upgrade it again later. Click to expand...

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Harley Deuce and KTM 890 Duke - $6,500 (Treasure Island)

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Harley Deuce and KTM 890 Duke - motorcycles/scooters - by owner -...

Selling two motorcycles, Harley Deuce and KTM 890 Duke Harley Davidson Deuce (FXSTDI) with Fuel Injection. Excellent shape, Vance and Hines full exhaust system with onboard power commander, removed...

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