Since its class-disrupting debut in 2019, which earned Rider’s Motorcycle of the Year award for the 790 Adventure and 790 Adventure R, KTM’s middleweight adventure touring lineup has steadily improved. The tip of the off-road spear is the KTM 890 Adventure R Rally, which has been updated for 2024. Only 700 will be available worldwide.
Based on the 890 Adventure R, the Rally has the same 889cc LC8c parallel-Twin that made 90 hp at 8,200 rpm and 62 lb-ft of torque at 6,200 rpm at the rear wheel when we last tested it in 2021. The Rally is fitted with an Akrapovič slip-on titanium silencer that’s 35% lighter than the stock can. The 6-speed transmission is paired with a slip/assist clutch.
Suspension is the biggest upgrade on the 890 Adventure R Rally. It’s equipped with a WP Xplor Pro 7548 fork with cone valve technology that KTM claims is the “absolute best suspension currently available.” Out back is a WP Xplor Pro 6746 shock with progressive damping. There’s full adjustability and 10.6 inches of travel front and rear, which is 1.2 inches more than on the standard 890 Adventure R.
The Rally stands apart from its stablemates with graphics inspired by KTM’s Factory Racing team as well as a dedicated rally seat and rally footpegs. Extra protection comes courtesy of carbon fiber tank guards, an engine protection grill, and an aluminum master cylinder guard. A Supersprox-Stealth rear sprocket adds to the premium build quality, and a steering damper is standard.
Rolling on special high-strength spoked Excel wheels (tubes required) in 21- x 2.15-inch front and 18- x 4.00-inch rear sizes, the Rally is fitted with Mitas Enduro Trail tires.
The KTM 890 Adventure R Rally has Motorcycle Traction Control, ABS with Road and Offroad modes, and three standard ride modes (Street, Offroad, and Rain). The Tech Pack adds Rally mode, Motor Slip Regulation, Quickshifter+, and cruise control. The KTMconnect app pairs the bike to a smartphone via Bluetooth and features Turn-By-Turn+ navigation on the 5-inch TFT display.
In addition, 34 lucky people who purchase a KTM 890 Adventure R Rally will get an exclusive opportunity to ride with KTM legends (like Johnny Aubert) at the Ultimate KTM Desert Experience. The event will take place in Morocco, with the option to choose from two dates: March 3-7 or March 7-11, 2024. Participants will be offered a full-factory style package including the use of a fully prepped bike provided by KTM with all the necessary technical support required for desert exploration, transport during the trip and luxury accommodation for a four-night stay, plus one special night camping with KTM in the desert for the total price of $5,400. With three days of riding in the area where the KTM Factory Racing Team does its rally testing, a dedicated and fully guided route, and a prepared KTM 890 Adventure R Rally, this event will be the trip of a lifetime.
The 2024 KTM 890 Adventure R Rally has an MSRP of $21,499. KTM will begin taking preorders on September 20, 2023, and bikes will begin arriving early 2024. For more information, visit KTM’s website.
We test a lot of KTM motorcycles here at Rider, along with those from nearly 20 other manufacturers, and we realize it’s a privilege to get seat time on the latest and greatest bikes. Test rides at dealers are a rarity, so the KTM Ride Orange Demo Tour is a great opportunity to ride KTM’s street-legal range, everything from the 200 Duke up to the 1290 Super Duke R Evo, ADVs ranging from the 390 Adventure to the 1290 Adventure R, the 690 SMC R supermoto, and the 690 Enduro R and 500 EXC-F dual-sports.
There are currently 15 stops scheduled for the demo tour between March and October, with more to be added. Check out the details in KTM’s official announcement below.
MURRIETA,Calif. – The KTM Ride Orange Street Demo Tour is back for 2023, providing the unique opportunity for U.S. consumers to sample the latest models in the KTM Street range. This year’s tour will commence during Daytona Bike Week in Florida on March 9-11, and will once again be taking place alongside a wide selection of the nation’s premier motorcycle events.
Organized by KTM North America, Inc. in association with participating dealers, this will be your chance to get up close and explore the 2023 lineup together with knowledgeable KTM experts on location before taking to some of the most enjoyable roads in the country. Each ride will take place on pre-planned routes that will be sure to deliver an exceptional experience at this year’s KTM Ride Orange Street Demo Tour.
Participants at the KTM Ride Orange Street Demo Tour will also receive a Ride Orange VIP Card voucher (valued up to $500 MSRP), redeemable on KTM PowerParts, KTM PowerWear and/or KTM SpareParts at an authorized KTM dealer with the purchase of a new KTM Street model.
Registrations for each stop of the 2023 KTM Ride Orange Street Demo Tour open at 9 a.m. on the morning of that event, with riding taking place between 10 a.m. – 3:30 p.m. Demos are first come, first served.
In order to participate, you must be 25 years or older for 690cc and up, and 21 years old or above for 500cc and under. Participants 21-24 years old can Only ride motorcycles 500cc and under. Experienced riders only (no beginners). No passengers are allowed at any time, and KTM staff can revoke riding privileges at any time for any reason deemed necessary.
All riders must show a government issued photo ID with motorcycle endorsement and will be required to complete a signed waiver prior to any demo rides. Proper riding apparel is essential, including but not limited to a DOT-approved helmet, eye protection, gloves, long sleeves, pants, and sturdy footwear.
For a complete list of 2023 KTM Ride Orange Street Demo Tour locations and to connect with your local participating dealer, please visit KTM’s website or email [email protected]. Follow KTM USA on all social media platforms for the most up-to-date information on events.
The 2023 KTM 890 Adventure R was launched at KTM’s 2022 Adventure Rider Rally in Idaho this month, a fitting event for a bike whose upgrades are rally-inspired in both looks and capabilities. Two years after the 890 Adventure R’s debut, the 2023 model still has a liquid-cooled 889cc transverse parallel-Twin, but the bike has been improved to enhance off-road performance and versatility. Boasting several new features and rider aids, the 2023 model allows riders the ability to fine-tune the bike to meet the exact needs of the rider. Price has not yet been announced.
The 890 Adventure R takes inspiration from the Dakar-winning KTM 450 Rally for upgrades that enhance this bike’s off-road capabilities and performance, as well as giving the bike a rally aesthetic. The redesigned bodywork, new fairing, lower windscreen, and cowling improve aerodynamics and ergonomics while protecting the rider and the bike from the elements.
On top of the bodywork, the 890 Adventure R also takes after the KTM 450 Rally through a retuned WP suspension package with a fully-adjustable WP XPLOR 48mm fork and a WP XPLOR rear shock with new settings. The rear shock uses KTM’s progressive damping system, which KTM says reduces fatigue on rough trails.
The 2023 model also comes with upgraded ABS control that takes readings from the 6D sensor, which informs CMU on the angle, pitch, and speed of the motorcycle to apply the right amount of braking force based on the situation. When in the Offroad mode or the optional Rally mode, the Offroad ABS is automatically applied.
Speaking of riding modes, the 2023 890 Adventure R also comes with a new Demo mode. While using the Demo mode, riders get to experience all the specs and options of different ride modes and rider aids for the first approximately 932 miles (1,500 km) before deciding which features fit the rider’s needs and riding style. Ride modes for the 2023 890 Adventure R include Street, Offroad, Rain, and Rally (optional). Rider aids include Motorcycle Traction Control, Motor Slip Regulation, and the quickshifter (optional). Heated grips, a heated seat, and cruise control are also optional.
The new 5” TFT display includes USB connectors and features a new appearance with colored pictograms and graphics. New features in the display include a turn-by-turn navigation system and a phone call-out function that allows riders to set 10 favorite numbers.
If you’re looking for a versatile, off-road-ready adventure bike, the 2023 KTM 890 Adventure R might be just your thing. A variety of ride modes and rider aids allow you to fine-tune the bike to your own riding style so that when you go on your next big adventure, you know the adventure will truly be your own.
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.
I was recently lucky enough to spend three days riding some of the awesome trails around the Capertee Valley west of Sydney as part of the local launch of the new 890 Adventure R. It was one for the books. Cold mornings dawning into perfect clear Autumn skies each day as we took in the stunning countryside on the edge of the blue mountains. Covering 700 kilometres that included a mix of urban traffic, highways, backroad tarmac sweepers, gravel roads, logging tracks and tighter forest tracks. We had sandy sections, rocky sections, tricky climbs, slippery rocky descents, fern lined creek crossings, bog holes, decent rock hits and drop offs, erosion mound jumps… you get the idea.
You name it, we tackled it. Basically covering off every type of adventure riding we’re likely to encounter down under. And what an adventure it was: One of the group suffered a hernia, one came down with case of gall stones, another T-boned a kamikaze Roo – and managed to stay upright! There were three bogs (two of them mine), zero dropped bikes and countless skids, wheelies, smiles and utterings of ‘how good was that?’.
We were aptly chaperoned by a couple of semi riding gods who both have 790 Rs in their shed. Steve ‘Robbo’ Robertson was lead rider and route planner. Robbo qualified as one of two Australian rep’s for the 2019 KTM Ultimate Race which saw 12 riders from six countries compete on 790 Adventure R’s in a special class at the Merzouga Rally in Morocco. And Will Dangar was on sweep duty. Both stupidly talented, bloody funny and all around top humans. Pretty handy to have two relative locals who are intimately familiar with the outgoing 790 when planning an event for the new 890 Adventure R.
The new 890 is more than just a minor update. The three big things that stand out and really take the bike to a new level over the old bike are the motor changes, the electronics and the suspension upgrades. They’ve taken all that was great with the old bike and added more. More power, more torque, more poise. And its all the better for it. With another 100 cc of displacement, reworked electronics, seriously top spec suspension set-up and a number of chassis alterations it delivers a dramatic increase in capability. All while being even easier to ride. Austrian witchcraft I tells ya. It’s mind bendingly good in the dirt. They really do take the #Adventureharder tag seriously.
This is a bike very much at the off road end of the Adventure spectrum. It’s essentially an Enduro-Adventure bike. In fact KTM themselves are marketing this as the most travel capable off-road bike, as opposed to an off road capable Adventure bike. They’re not wrong.
Motor updates first – the obvious bump in capacity to 889cc brings a corresponding lift to 105 hp at 8,000 rpm (up from 95 hp in the 790) and more noticeably 100 Nm of torque at 6,500 rpm (up from 88 Nm). The orange crew added twenty percent more weight to the reciprocating mass ie – crankshaft aiding low down lugging rideability and increasing gyroscopic force which helps stability. They’ve also reduced ten percent from oscillating mass with lighter forged pistons and redesigned rods to help linear power delivery (and its Euro 5 compliant). It’s not just a capacity increase though – there’s an increase in compression, an additional oil feed per cylinder and a larger oil cooler, new crank cases, larger valves, a knock sensor, a whole bunch of stuff.. it’s not just a big bore kit…. Still comes with 15,000 km service intervals too.
While it might only seem like a modest step up, the reality is very different. It’s hugely willing – right off the bottom. Wheelie fiends like myself will rejoice. It’ll pop the front in second and third without the clutch. And do so in total ease. The bottom and midrange are just superb, I only occasionally felt the need to rev it right out and bounce off the limiter when being silly or using it more as an over rev if a gearshift was just not quite required, but it’s silky smooth all the way to the 10,000 redline.
I need to talk about the electronics here too, because I reckon they’re the new segment benchmark. With the optional Tech pack as ridden (more on that later), you get access to Rally mode. It gives you another ride mode and throttle map to choose from on top of street and off road that’s even more aggressive, which might seem counterintuitive – but it’s essentially sport mode, sitting above street. Super direct mapping and throttle, which you can select individually. For instance, I personally found that Rally ‘mode’, with Street ‘throttle’ was the sweet spot. The slightly softer street setting for throttle was perfect even in the dirt. I left ABS in off road mode too for what it’s worth, which deactivates the rear.
You can still choose off-road throttle for really slick, snotty stuff which cuts a bit more power and response, but I found that just leaving it in that Rally-street combo and adjusting the TC on the go as needed was the bomb. The TC adjustment works so well via the two buttons on the left switch block that you barely need to look down to check what you’re doing. And you don’t need to reset it to your preferred settings every time you turn the key off! It remembers! Hel-ay-lu-ya! Other manufacturers please take note. My tip, TC set to 1 (the minimum) will allow wheelies on the tar. Bump it up a little more to 6 or 7 for creek crossings and slipperier stuff, while 9 is the max buzz kill mode.
I ran it mostly between 3 and 5 while off-road depending on the conditions, which still allowed lofting the front in the dirt. It also allowed ludicrously long near lock to lock drifts while not letting the rear get too sideways when firing out of lower speed corners. Day three had a bit of a highlight on a smooth flowy hard pack-but sandy surfaced back road when I slipped into skid mode. On corner exit, you can light it up and drift from one lock to the other in third, holding it pretty much until it’s time to shut down for the next bend… I’m a simple man. Give me a bike that handles well, does wheelies and skids and I’m generally happy. This thing rips.
The clutch and gearbox get updates to match the power increase with new friction material in the slipper clutch and revised shifting with a shorter throw lever and glass beading in the top three cogs. The quick shifter as ridden is also revised for quicker shifts. I still found myself clutch past neutral out of habit but it shifts damn well. I only had a handful of missed shifts over the three days, almost all in the higher gears and I attributed all to my lazy foot not really engaging the quick shifter properly. Has a nice auto rev matching on downshifts which combined with the slipper clutch meant compression locks just don’t happen.
Suspension wise the new 890 Adventure R gets updated serious spec WP EXPLOR forks and shock with 240 mm of travel at both ends. And they’re remarkable. Out of the entire group on the launch, with riders ranging in weight from probably 80 to over 115 kegs, not one asked for any suspension changes. I find that incredible. While at first sit and bounce on the bike they feel firm, they have an uncanny amount of feel and absolute reluctance to bottom out. Super controlled and progressive.
We took some seriously hard impacts. Rocks, ledges, jumps. Everything was handled without fuss. I managed to bottom out when arriving at one of the more serious erosion mounds several degrees too hot and landing on an uphill slope on the other side. Even that wasn’t the hard hit you’d associate with normally bottoming out. No squirrelling or bouncing offline. Just a gentle stop. Overwhelmingly the whole bike feels super stable and confidence inspiring. The way it carries its weight low translates to a bike that happily flicks from side to side beneath you and feels significantly lighter than the 196 kgs as per the spec sheet.
In fact the only time you do feel the weight is if you happen to be silly enough to bury it in a bog hole.
Within 5 minutes of each other.
I maintain that I was testing every facet of the bike’s ability and it wasn’t just a shit line choice. Ahem. Thanks to the two semi pros for each helping me haul it out. Legends.
Back to the suspension, because it is integral to the whole package. You get to trust the front end almost immediately. It steers so well. Come in a bit overcooked or need to change line mid corner when you spot an obstacle? No problem. And even when you do push too hard and it lets go, it does so in a way that’s easily catchable. It’s so well balanced front to rear, you can pick the front up whenever you need to, even on surfaces where the traction isn’t great. Bloody hard to fault.
Actually, for those not familiar with the 790 Adventure, I should explain that the fuel tank wraps over and down each side of the engine keeping the centre of gravity as low as possible. While it might seem at first to be exposed out there, that doesn’t seem to be the case. The tank’s made of pretty tough stuff anyway… and has additional protection available (which I’d probably opt for just for piece of mind). On the move, I only had one moment where the tank location even popped into my mind where I flew past a partially hidden stump pretty close to the pegs at a decent speed while ducking around some water. Other than that, it didn’t enter my mind. 20 litre capacity by the way, which will be good enough to see you out to 400 clicks.
Updated brakes are excellent too. That front ABS is just mega, allowing you to trail brake deep into corners even while leant over. Out back I found myself locking the rear slightly more than expected on low grip downhill/off camber corners. To be fair I think it was probably due to how effective the front was and how much weight was being transferred forward. Things never went pear shaped because the front was hauling things up so well that the rear never got out of shape. That said, I’d probably look to experiment with rear pads to try and find something with a smidgen more feel. Could be just me.
Ergo-wise, I rate it big time. I actually really like the width between the legs. Super comfortable and the overall riding position just feels sorted, standing or sitting – with plenty of room when moving your weight around the bike. I did find myself slowly sliding forward on some of the steeper downhills, but nearly everyone else on the launch was already standing at that point… I sit a bit more than most, it just feels more natural to me. So take that with a grain of salt. That said, there’s a nice flat seat in the power parts catalogue that the Adventure R Rally model comes with standard that would probably be worth a look for some. That’s what Robbo and Will were both running… Speaking of powerparts. There’s a big list of options, you could go nuts. I did like the look of the more hardcore carbon tank protectors and probably couldn’t go past a slip on…
I don’t need to talk about the dash or controls because the five-inch TFT was pretty great on the 790 and hasn’t changed. Some other manufacturers could take note… But it is worth pointing out that the front screen is two position adjustable with about 40 mm difference between low and high. I’m six-foot and found the higher setting gave better highway speed wind protection without being in the way in the dirt. And for those wanting to run an even taller one – the higher screen from the Adventure (non R model) is interchangeable.
Now I’ve talked a lot about it’s off road prowess, so you might be thinking that it’s less than awesome on the tar? Not so. Steers surprisingly well on that 21-inch front. Even on the tractionator knobbies. Heaps of fun lofting the front in second and third, flicks from side to side beautifully and feels utterly composed when cranked over. Seemed ok in the saddle too even on longer highway stints. It’s not as plush as the Tiger 900, but that’s not the 890 Adventure R’s main game…
So where does that leave us? As a package, it’s a pretty clear winner for me if you’re after something with an off road focus. Nothing else comes close in terms of capability in the segment. Sure, it’s more expensive than the Tenere 7, but then everything is simply on another level to the popular Yammie. Better engine, better suspension, better balance, better electronics.. If you want the best, then here it is. You ride to your capability on the 890 Adventuer R, you’re not riding to the bike’s limitations. You can’t say that for anything else in the class. BMW’s F 850 GS is at the other end of the Adventure spectrum and simply isn’t nearly as inspiring or poised. And the Tiger 900 (which I love), does everything well and has arguably more creature comforts that make it a better road mile eater, but feels bigger and heavier and just not as nimble off-road, if that’s your main focus.
Bear in mind that the bikes we were on were fitted with Tractionator Rally tyres (they come standard with Metzeler Karoo tyres which would last longer, but not offer as much grip as the Tractionators) and were running the optional Tech pack which includes the Rally mode and map selection, quick shifter plus, traction control and cruise control. I can’t see anyone NOT wanting the tech pack to be honest. This bumps the price up an additional $1,200 to what I think is a competitive $25,500 ride away.
Bloody hell. Another bike that I need in my shed.
Why I like it:
Best in class off-road ability
Additional grunt transforms the bottom and mid-range
Suspension and electronics packages are next level. On the fly adjustable TC is brilliant
Overall feeling is so stable yet agile. Never gets out of shape and still does whatever you want it to.
I’d like it more if:
A smidgen more rear pedal feel in the dirt wouldn’t hurt
Heated grips would have been nice on a -1 degree morning too…
Personally I’d like the headlight assembly ‘joined’ to the side fairing for a more cohesive side profile like the 1290 Super Adventure. Looks a bit like a beak sticking out there on its own as it is (though I hear you can get aftermarket bits to achieve the look?)
I can’t finish without thanking KTMs Marketing Manager for Oz and NZ, Rosie Lalonde for organising the whole thing and not only being a champion but riding like one too. Turns out she used to race enduros.. so that explains the latter. Shout outs also to Lewie Landrigan for our 4WD Support over the few days and to Jordan and Andy from Flightcraft for the ripper stills and videos. These guys weren’t scared to get wet or muddy to get the shot and almost make me look like I know what I’m doing. Kudos lads.
Following in the steps of their 790 Adventure models, KTM have announced for 2021 the new 890 Adventure R model, as well as a strictly limited 890 Adventure R Rally version of which only 700 will be produced worldwide.
The limited edition 2021 890 Adventure R Rally boasts inspiration from the Red Bull KTM Factory Racing Rally team, featuring a series of components and settings to match, with top of the range WP Pro Components, ultra-light Akrapovic silencer, straight racing seat, Quickshifter+ as standard, ‘Rally’ mode, narrow carbon-fibre tank protectors, Rally footrests, clear screen winglets and special racing graphics.
Updates seen across both models naturally include the new 889 cc engine, with an additional 10 hp and 12 nm or torque, new slip and assist clutch, plus revised cornering traction control and ABS systems.
Chassis updates include a revised sub-frame, steering stem and triple-clamps, to save weight, with improved brakes, while wheels are new anodised units, replacing powder-coated rims. WP XPlor Pro 7548 forks are fully adjustable and found alongside an Xplor Pro 6746 shock absorber on the Rally edition, with 48mm WP Xplor forks and a WP Xplor shock on the standard Adventure R, with 240 mm travel on the R, and an additional 30 mm front and rear on the Rally.
2021 KTM 890 Adventure R features
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
Improved ABS and Traction Control
Reworked shifting for faster gear changes
New handlebar switch for Cruise Control function
Chassis upgrades with aluminum steering head tube & lighter subframe
Reworked front & rear brakes
New suspension settings
2021 KTM 890 Adventure R Rally features
Limited edition, 700 units (500 INT & 200 US)
WP XPLOR Pro Suspension
Akrapovic exhaust (35% lighter than standard)
Straight racing seat (with 910 mm height)
RALLY mode and Quickshifter+
Clear screen winglets and racing graphics and colors
Carbon fiber tank protectors and Rally footrests
The exclusive KTM 890 Adventure R Rally is available in limited quantities and can be pre-ordered on ktm.com. The KTM 890 Adventure R will be arriving at KTM authorised dealers from April 2021 onward, in Australia and New Zealand. For more info visit www.ktm.com (link).
890 Adventure R Engine
Both KTM 890 Adventure R models offer a significant step up from the 790 Adventure, featuring a new 889cc engine with an added 90cc of displacement which generates 105 hp and 100 Nm of torque, 10 hp and 12 Nm more than the bike’s smaller sibling. The crankshaft also features 20 per cent more rotating mass, meaning a more stable and consistent output, noticeable particularly with low RPM torque.
Additional changes include new forged box pistons with three rings and a shorter piston pin, and despite the larger bore, a 10 g weight reduction has been possible, with two oil jets compared to one per piston. Two new balancer shafts accompany the larger scale of engine performance; one is located towards the front of the crankshaft and the other in the cylinder head.
A new v-shape conrod also contributes to less oscillating mass and the top end bearing contains a bronze conrod instead of one that is DLC coated, while new horizontally split crankcases are made from a high pressure aluminum cast. The weight has been optimised through wall thickness, and the surfaces of the material in order to fabricate the most efficient design. Open deck cylinders have been fully integrated.
Two Dell’Orto 46mm throttle bodies fitted with new sensors offer effective reading of the manifold pressures. Additionally, any interference between the cylinders at low or partial throttle opening has been eliminated by removal of the connection between the two intake tracts, and a knock sensor on the cylinder head improves the robust nature of the engine for the KTM 890 Adventure range. The sensor helps momentarily delay the ignition to combat knocking combustion and preserves engine life.
A Power Assist Slipper Clutch (PASC) is another upgrade over the 790 Adventure, using new friction plates; constructed for better durability and heat resistance. The architecture also guarantees sufficient oil separation, therefore making it easier to select neutral.
The new engine has also been given a larger oil cooler as part of the semi-dry sump system. A reduction of friction losses is generated by actively pumping oil out of the crankcase, clutch housing and gearbox. The updated gearbox has also been toughened with glass beading on the fourth, fifth and sixth gear cogs.
890 Adventure R Electronics
Both new models utilise a new generation of Cornering Motorcycle Traction Control. The main difference is the combination of the independent controllers – one for wheel slip and another for pitch angle – that informs a wider range of traction control settings. Pitch control can be felt in straight line acceleration with a more constant flow as the power reduction is less abrupt and severe. Advanced riders can also deactivate traction control.
The KTM 890 Adventure R Rally also comes with Rally mode. This adjusts the degree of MTC intervention with up to nine selectable slip levels, tweaked to enable rider actions like front wheel lift on acceleration and rear wheel drifts. Rally mode is an optional extra for the standard 890 Adventure R.
KTM have also further refined the Cornering ABS software, tweaks have enhanced braking power while minimising the intrusion of the ABS. Offroad ABS means braking activation on the front wheel is reduced and the lean angle sensor is deactivated. Riders can then use the full locking potential of the rear wheel to steer the back end of the bike.
Standard fitment on the Rally version is the Quickshifter+ system, which will be available as an option on the standard edition, while Cruise Control via a new handlebar switch is found across both models.
890 Adventure R chassis
The KTM 890 Adventure R and KTM 890 Adventure R Rally adopt this same chassis found on the 790 Adventure, but with some notable differences, as weight has been saved while not compromising strength or rigidity. This has been reached through lighter steel profiles of the trellis frame structure, and the steering stem has also been re-forged from high-strength aluminum to save more weight, while the triple clamps boast this new material.
The 890 Adventures also carry improved brakes. A stronger piston spring in the front brake’s master cylinder means a better and more sensitive feeling and feedback on the lever and ‘slim seal’ technology for the piston seal provides more accuracy with the pressure point. For the rear brake system new isolated pistons in the caliper work with isolation plates between the pads and piston for more heat stability. A stainless-steel rear brake hose fitting is another measure to keep heat in check.
Both now have anodised wheel hubs instead of powder-coated, and this change means a better, more resistant and high-quality appearance.
On the 890 Adventure R Rally, the WP XPLOR PRO 7548 fork uses cone valve technology; a valving system that permits almost limitless damping performance and combines comfort with bottoming resistance. Setting levels that normally can only be achieved by changing the shim stack can now be adjusted from the outside. The cone valve allows unlimited opening, so harshness of the suspension is reduced.
The fully adjustable WP XPLOR PRO 6746 shock absorber for the Rally has been developed based on KTM’s experience from top-level rally competition. Due to modern, low-friction components, the shock absorber shows a significant increase in its damping performance and reduces the physical strain for riders. The shock absorber employs a progressive damping system (PDS) and has completely adjustable damping behavior featuring separate high and low-speed compression damping adjusters.
The 890 Adventure R on the other hand sports the reworked 48 mm WP XPLOR fork, combining top quality materials with a full 240 mm of travel. Originally developed for full-on Enduro racing, it has springs on both sides, but also separates the damping functions of the two fork legs. Both are easily adjusted using twist dials on the top of the forks, and a sealed hydrostop guarantees excellent resistance against bottoming out.
The 890 Adventure R is also fitted with a WP XPLOR shock absorber with 240 mm of travel, which is fully adjustable for preload, separate high and low speed compression and rebound damping. The rear suspension features KTM’s proprietary progressive damping system (PDS) as used in the brand’s racing Enduro models, which delivers progressive damping, without the need of 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.
890 Adventure R & 890 Adventure R Rally Ergos
The KTM 890 Adventure R Rally offers a fresh look for 2021, with racing inspired graphics and colours. The 890 Adventure R also shows off a new graphic design and two-tone color scheme. The graphics are made from in-mold technology, which is more resistant and harder wearing than decals.
Ergonomics are cleverly formulated to match the bikes and the roles they are designed for. The fuel tank is a narrow shape (that contains 20 liters and can reach a 400 km range) and places the bulk of the fuel as low as possible to help with the position of the center of gravity; that centralisation assists handling which is keenly felt offroad.
Riders can bring their knees closer to the center of the bike when standing up and the dirtbike profile of the seat facilitates movement. Positioning of the tank in the chassis helps towards the lower seat height while the section towards the bottom even protects riders’ feet from spray water and cold air.
Further up the bike and the isolated and minimal front mask was a hit on the KTM 790 Adventure and is adopted for the KTM 890 Adventure models. Again, the final shape came through a blend of theory and testing as well as feedback gained from the KTM 450 RALLY bike used in DAKAR competition. The advantages come through a lighter and more agile feel for the rider as well as better visibility. Other details involve a fuel line protector to deflect any potential damage from stones and rocks.
The exclusive KTM 890 Adventure R Rally is available in limited quantities and can be pre-ordered on ktm.com or drop into your local KTM dealer. The KTM 890 Adventure R will be arriving at KTM authorised dealers from April 2021 onward, in Australia and New Zealand. For more info visit www.ktm.com (link).
2021 KTM 890 Adventure R & Adventure R Rally Specifications