Page 1  /  Page 2  /  Page 3  /  Dyno

The new Adventure is KTM’s first ever v-twin, and for a first effort they have done mighty well.

The incredibly compact 75° v-twin produces good power and is very smooth running for a large twin cylinder machine. I picked up the bike with only 20km on the digital odometer. I returned it some 940km later when the new donk had really started loosening up. On the dyno it pumped out a healthy 61kw (81hp) at the rear wheel. Click for dyno charts.

If you want more performance then perhaps tick the box for the optional Akropovic mufflers which should help to unleash a few more ponies, while providing the rider with some aural pleasure to boot. The standard mufflers (Click for image) are very quiet, it seems likely that a pair of aftermarket mufflers will return an appreciable increase in performance.

A pair of 43mm carburettors supply the premium unleaded from a 22 litre dual-tank fuel cell which provides for a touring range of around 350km.  I did have some trouble with the tanks not equalizing properly even though the taps joining the tanks were open. Instead I would run the left hand tank dry and then have to stop and open the fuel filler caps while waiting for the tanks to equalise.  I put this down to a blocked or kinked breather hose which must have been preventing the tanks breathing, and thus allowing them to equalise. It certainly proves that the caps seal well.

KTM claim their new engine weighs in at only 58kg, contributing not so heavily to the reasonable 198kg dry weight of the Adventure.  I did not weigh the machine myself but I consider that figure fairly accurate as the machine is quite easy to throw around considering its somewhat intimidating size when off road. The chro-moly frame weighs in at 11kg and KTM claim an exact 50/50 weight distribution front to rear.

The 1,000km service on the new 942cc motor is a major check-up complete with valve clearances adjustments. A good reason to try and negotiate the first service in to a purchasing deal as the bill is likely to run to over $400.

The torquey power is transferred through a smooth shifting six-speed gearbox and hydraulic clutch. After riding the machine I suspected some sort of back-torque limiting system to reduce engine braking. My suspicion was confirmed when I questioned KTM technical guru Rob Twyerould on the issue. He mentioned that the system is similar to that previously used by Suzuki on the TL1000S.

The gearing on the Adventure is perhaps more suited to mainland Europe’s more generous speed limits. I would be adding a few more teeth to the rear sprocket to make things a little more pleasant at a legal pace. As shipped the KTM will not be happy sitting at 110kph in top gear, fifth gear is actually more suitable for that speed. In fact, the KTM is geared for 250kph in top gear while in reality it will only manage around 200kph, and will actually go faster in 5th gear than in 6th gear.