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Waiting on pricing.. fingers crossed I can work it out. Yes i'm keeping the 701.. It's family now.

Based on the bike that won Dakar and set a Pikes Peak record (same DNA).. This one may even be better.

KTM 2019 790r.JPG
 

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pho_bike_90_re-1-L.png

EXTREME ADVENTURE
Developed from KTM's offroad race DNA, the 790 ADVENTURE R is a serious offroad motorcycle equipped for extreme terrain. With the hardcore adventurer in mind, it balances the power of a twin, with the lightness and agility of a single-cylinder offroad bike, to open up new riding possibilities. It offers an impressive fuel range without compromising agility, feeding a powerful yet compact, smooth and reliable engine. Access more extreme and distant offroad terrain thanks to easy-to-use rider aids and practical ergonomics.


Bodywork & Graphics



  • BODYWORK & GRAPHICS: This all-new travel enduro concept is built around a lightweight and compact enduro-oriented chassis, and continues with sleek but impact-resistant bodywork, which not only offers protection for the motorcycle, but also reduces the overall weight of the 790 ADVENTURE R so it can be easily ridden further offroad. Its bold and agressive KTM design has been developed in parallel with the new Factory Racing rally bike.
  • LED LIGHTS: LED lights are used on the KTM 790 ADVENTURE R as the main headlight, taillight and indicators. LED lights offer great illumination and visibility. They are compact, so they help reduce the overall volume of the motorcycle.
Chassis



  • CHASSIS: TThe KTM 790 ADVENTURE R is ready to conquer all extremes. Its tubular CroMo steel frame and lightweight steel trellis subframe are engineered to be compact but strong, to handle harsh conditions. A steering damper aids stability, while the heavy-duty spoked 21-inch front and 18-inch rear wheels with METZELER Karoo 3 tyres are specifically developed for offroad riding performance.
  • SUSPENSION: When setting off for an adventure ride, there are so many variables with bike setup that can influence the bike’s performance: rider weight, extra luggage, fuel – it all has to be taken into account before heading offroad. The KTM 790 ADVENTURE R comes with high-performance WP suspension perfectly suited to venturing farther off the beaten track, which means, no matter the type of terrain, it can be adjusted to suit most riders' personal preference and riding conditions.
  • STEERING DAMPER: To aid stability, a steering damper is fitted for those times when you’re pushing hard on the tarmac or powering across rough surfaces on route to your destination. Don’t worry; it doesn’t interfere with serious offroad riding.
  • TRIPLE CLAMPS: The alloy lightweight triple clamps are strong and stiff for stability, with the right amount of flex to feel what the chassis is doing. They also offer a good range of adjustability for handlebar positioning.
  • FRONT FORK: The WP XPLOR 48 mm fork, with 240 mm of travel, has outstanding response and damping characteristics for extreme offroad use. They are fitted with a spring on both sides but feature a separate function for each fork leg: compression damping on the left, rebound on the right. This enables the forks to be easily adjusted on the fly with the twist of a dial on the top of the forks to suit a variety of off-road riding conditions. In addition, a sealed hydro-stop guarantees excellent resistance to bottoming-out.
  • REAR SHOCK: On the rear end sits the WP XPLOR shock with 240 mm of travel for the most extreme offroad conditions. Suspension can be individually setup for pre-load, (high and low speed) compression and rebound. The WP XPLOR PDS rear shock uses KTM’s trademark progressive damping system, which allows progressive damping without using a linkage system. Bottoming resistance is provided by a second piston, which works together with a closed cup (instead of a needle) towards the end of the stroke and is supported by a progressive shock spring.
Engine & Exhaust



  • ENGINE: The LC8c is the most compact performance engine on the market, and the 790 ADVENTURE R’s version was specifically adapted to the needs of serious offroad adventure riding: minimal vibration thanks to two balancer shafts, a 6-speed sequential gearbox, and advanced engineering for weight optimisation. The exhaust is made from stainless steel, as is the muffler, which has been designed to be as small and light as possible to aid mass centralisation. This compact muffler is positioned as high as possible for better ground clearance.
  • CYLINDER HEAD: The 8 valve DOHC cylinder head contains twin chain-driven camshafts and two spark plugs (one per cylinder). The camshafts are assembled, making them lighter than forged camshafts, while the cam profile has been developed to create an especially torquey engine. The steel valves are opened by DLC-coated finger followers, and a hydraulic chain tensioner tensions the camchain.
  • BALANCER SHAFT: When punching out those big long days in the saddle – exploring remote locations across a variety of terrain – engine vibrations are kept to a minimum thanks to two balancer shafts, one in front of the crankshaft and the other in the cylinder head between the two camshafts.
  • CYLINDER: The nicasil-coated aluminum cylinders are an integral part of the sleeveless engine casing. The open deck cylinder construction allows for optimal cooling, improved production tolerances, and reduces the potential for cylinder warpage during production.
  • PISTONS: Forged pistons with three piston rings connected by a plain conrod bearing, combine with a DLC-coated piston pin for reduced piston weight and thus less reciprocating mass. This results in a faster revving engine and allows for a lighter crankshaft, with reduced rotating masses and improved handling.
  • CONRODS: High quality pistons are connected to the crankshaft by a forged and cracked conrod, which is carried by plain bearings.
  • CRANKSHIFT: A forged one-piece crankshaft is held firmly in place by plain bearings with a 75-degree offset. The 435-degree firing order produces a sound similar to that of the larger LC8 engine, which makes the KTM 790 ADVENTURE R feel like one of its V-twin adventure brothers when cracking the throttle open.
  • CRANKCASE: The horizontally split crankcases are an aluminum high-pressure cast. This allows for reduced wall thickness for weight savings, and optimized surfaces, which allowed the engine designers more freedom in their design. The open-deck cylinders are integrated into the crankcase.
  • OIL CIRCULATIONS: Oil circulation is based on a compact semi-dry sump system to minimize friction losses. The oil is actively pumped out of the crankcase, clutch housing and gearbox, which ensures that oil does not unnecessarily flow through the engine. The oil sump is integrated into the oil pump housing, together with two pumps (one scavenge, one pressure) and a pressure regulation valve. To cool down the oil, the engine is equipped with an oil cooler similar to the larger LC8 V-twin engines.
  • PASC CLUTCH: The PASC (Power Assist Clutch) requires minimal rider input to operate it due to less engine torque transferring to the clutch plates. The slipper clutch on the LC8c is similar to that on the LC8, but more compact and therefore lighter. It prevents destabilizing rear wheel chatter when braking sharply or decelerating. It also reduces the hand force required for changing gears, allowing the clutch to be controlled with one finger – saving you energy when riding.
  • GEARBOX: The 6-speed sequential gearbox’s stacked configuration reduces engine length, which enables it to be more compact. Gear shifting is very smooth, and by using the optional Quickshifter+, clutchless up and downshifts can be performed effortlessly.
  • RIDE-BY-WIRE: KTM’s ride-by-wire system electronically translates the throttle commands of the rider into optimum throttle valve positions for the specific riding situation.
Ergonomics & Comfort



  • ERGONOMICS & COMFORT: The KTM 790 ADVENTURE R has several adjustable features to enhance rider comfort, including a higher or lower seat option, and six handlebar mount positions. A low-slung fuel tank, which lowers the centre of gravity, improves handling, and allows the rider to move around more freely. Its long-distance race ergonomics are designed for extreme riding, and the easy-to-access air filter makes it simple to change on the trail.
  • HANDLEBAR: An aluminum-tapered handlebar allows maximum control while offering a comfortable riding position. The handlebar can be mounted in six different positions, which results in 30 mm of adjustment range, allowing for a personal fit.
Software & Electronics



  • SOFTWARE & ELECTRONICS: When you find yourself in a tricky situation, ABS, MTC and ride modes are there to assist in a variety of conditions. MTC (Motorcycle Traction Control) is KTM’s lean angle sensitive traction control system that reacts immediately if the rotational speed of the rear wheel is disproportionate to the riding situation. Rally mode allows a more direct control over the various functions, allowing the rider to determine the character of the bike more freely. The rider can more precisely fine-tune the slip adjust to match the condition of the surface, the skill level of the rider and the requirements of the ride. The Ride-By-Wire system electronically translates the throttle commands of the rider into optimum throttle valve positions for the current riding situation. The Ride-By-Wire system electronically translates the throttle commands of the rider into optimum throttle valve positions for the current riding situation.
  • OFFROAD ABS: By selecting offroad ABS, ABS is deactivated on the rear wheel, while front wheel ABS intervention is reduced and data from the lean angle sensor is not considered. This allows riders to lock up the rear wheel, which can be used to steer into corners. It reduces the tendency of the ABS on the front wheel to regulate on loose surfaces, thus balancing decent stopping power with secure braking in the dirt. The settings were developed for maximum braking power with minimal electronic intervention in all scenarios.
  • RALLY MODE: In the more advanced ‘Rally mode’ the rider can adapt the character of the bike more freely. Slip adjust can be changed in 9 levels, varying from an intervention level 9 (comparable to rain mode) to hardly any intervention at level 1, with 7 steps in between. With these settings the slip adjust can be very precisely matched to the condition of the surface, the skill level of the rider and the requirements of the ride. Reducing slip can also help to conserve tires when riding longer
  • OFFROAD RIDE MODE: ‘Offroad ride mode’ has a smooth throttle response and allows a fair amount of slip before it intervenes. On low grip surfaces, a certain amount of wheel slip is needed to ensure forward motion. Secondly, it allows riders to break traction so they can steer with the rear wheel. Anti-wheelie is not used in this mode, so riders can easily lift the front wheel over obstacles. ‘Offroad ride mode’ is not lean angle sensitive, so traction control does not intervene when a rider uses a berm to turn.
  • CORNERING ABS: KTM’s cornering ABS system allows riders to always use the full power of their brakes while the system adjusts brake pressure to match the lean angle of the motorcycle, for safer and more predictable braking across a wider range of conditions and scenarios. It can be turned off for offroad conditions.
  • MTC (MOTORCYCLE TRACTION CONTROL): The MTC (Motorcycle Traction Control) is a lean-angle sensitive traction control system that reacts immediately the instant rear wheel rotation speed becomes disproportionate to the riding situation. In mere milliseconds, MTC reduces engine output with an extremely smooth, barely perceptible intervention at the throttle valves until slippage is reduced to optimum proportions for the selected ride mode and current angle of lean. For particularly ambitious riders, the traction control can also be switched off.
 

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now i'm even more impressed!!! i just looked over the write ups. i thought the price will be most likely over the $15000 mark. it's starting at $10500. that's cheaper than a honda crf450. i was thinking of trading in my 500x for a 2019, but now this has sparked an interest. Dam....see what happens when i read what you guys write
update...my dealer just emailed me a price on new 790...$14500. so much for that thought
 

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I read an article about the 1090 Adventure R and the 1290 Super adventure. Most impressive. But I am not a Jedi yet and they seem a little big. I would definitely go for the 790 Adventure R if I were in the market for another ride. Of course I'm a bit partial to Yamaha so the Tenere 700 is pretty sweet too.
 

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The Tenere is A-OK..
 

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That’s a real sexy dual sport, amazing list of features and uh, how much does it Weigh?

I have an LC4 and it weighs just over 320#, it’s terrible on frwys but an amazing dirt bike with too much power.
I also have the 1190 and it weighs over 500#s, it’s terrible in the dirt but an amazing street bike with waaay too much power.
Really like this new 790 And hope it can bridge the dirt-street gap.

The 1190 has all the MTC ABS voodoo going on and they are really amazing. Mash the brakes and it just stops OMG fast, with no feeling of ABS No pulsing or chattering, The traction control is noticeable, you can hear and feel the bog when you break traction and it holds wheelies down to a foot.
I didn’t think “I “ would like or need these “gimmicks” but after turning them off it showed me how much they were actually there in the background.

The electronics are amazing but complex and heavy.
I tried to help a won’t start KTM 990 up in Glacier (getting cold and dark) but with EFI and PC’s we couldn’t beat it into running. We all lived happily ever after but wonder who’s next?

This is why I really like the TW, carefree basic bike without too much power
 

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wow, i'm impressed. finally a bike built for people!! what would you spend that extra 1/3 of your money on, if the bike comes all ready to your liking? oh ya, more beer for after a good ride

JJ drinks Guinness so he'll have even less $$$ after his potential purchase of this Star Wars machine and buying libations.
So much for "I got this next round".

Now, "I left my wallet in the tent".
 

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My 701 is ride by wire with ABS front and rear with traction control. It's saved my life on the road when a deer jumped a guard rail in front of me. It does take a bit of getting used to off road but you eventually learn the technique. The 790 is around 440 pounds iirc with about 100hp +/- if I converted newtons correctly and my 701 is 340 pounds dry with 83hp after mods and I ride that like a mx bike no problem, several here can vouch, but it's too light for long highway rides, 80 - 100 miles is ok but if it's windy it's not as planted as I'd like. It does love jumps and 50/60mph whoops so there is that as a trade off. This 790 should be perfect and it being a twin it will keep the vibes down and the torque up for road comfort. I'm sure it will be great off road. I ride with guys that are on big boy bmw's and they smoke 450's in the dirt regularly (they are pros though). It's all about the rider and not so much the weight of the bike unless your talking tight single Enduro trails or hard core MX. Although they take those beasts on the single whooped out stuff. It blows me away every time. Something tells me that this particular bike will be the do all, at least 90% do all. It will never be a beta or tw. TW's are so unique you simply can't fill there shoes. I will alway own one or two TWs and it will likely be my last bike. End of day I always wanted an adventure bike that could travel but yet turn down any trail and I think this is that animal.
 

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Well I got my next bike:

I went smaller, not bigger, 2 Stroke, not 4 Stroke, Light, Not Heavy, Injected, not Carburated... With Electric and Kickstart.. AND.... Plates... :) YES this is the dream bike.

Oh yea, and it is getting a Recluse put in it, heavier spring as well Tubliss front and rear..

Mike's just too fast for me, even on the 701 (forget about Rick I never even saw him on the last ride), I had to do it. It's their fault.

2019 Husqvarna TE300i


TE300i.jpg
 

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Well I got my next bike:

I went smaller, not bigger, 2 Stroke, not 4 Stroke, Light, Not Heavy, Injected, not Carburated... With Electric and Kickstart.. AND.... Plates... :) YES this is the dream bike.

Oh yea, and it is getting a Recluse put in it, heavier spring as well Tubliss front and rear..

Mike's just too fast for me, even on the 701 (forget about Rick I never even saw him on the last ride), I had to do it. It's their fault.

2019 Husqvarna TE300i


View attachment 191064
Not a Husky, but if I were rich, I would grab this baby. But I am not. Anyhow, I dig this bike A LOT. 2019 KTM 300 XC-W TPI https://www.ebay.com/itm/2019-KTM-300-TPI/173852697258
 

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Picking her up tomorrow...

How to shoot a great video: (example).. great drone work, forget about the riding. How do you do that... wow.

 

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Maiden voyage today. Solo ride. It's like riding a chain saw with a huge piston, lots of torque and top end.

IMG_2029.JPG
 

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WOW, WOW, WOW, very nice. And it's a 2-Stroke, wow.
How was it and will you have it further dialed-in for a ride next Saturday... Easter Egg Hunt in The Pines (I gotta post this ride).

More pictures please.
 
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