KTM has garnered a reputation (deservedly) for building high-performance, hard-edged machines that cater to what we might call the “one percent” of adventure riders. Let’s just say, you don’t hear jokes about KTMs and Starbucks parking lots. Its highly anticipated, new-for-2019 790 Adventure exemplifies that philosophy (read our comprehensive on- and off-road review here): an eminently capable lightweight ADV tourer that was designed for excursions into some pretty gnarly territory, especially in the off-road oriented R variation.
But what if you aren’t necessarily a “one percenter?” You like the idea of an adventure bike that isn’t gargantuan (a seat height of less than 35 inches would be great, thanks), but is comfortable, with adequate power for touring and high-speed passing and ample luggage capacity. Yet it can still tackle whatever “shortcut” your GPS throws at you — or worse — without breaking a sweat.
That pretty much describes me, so when our KTM 790 Adventure test bike showed up I snagged the keys and have clung to them stubbornly ever since, logging more than 3,000 miles commuting, canyon carving and road tripping, including a weekend ride up the coast for Babes Ride Out and this weeklong road trip to New Mexico to visit my mom and stepdad. They live on 80 acres of desert about 10 miles southeast of Deming, and getting there involves considerable highway slabbing along with a home stretch of a few miles of sandy dirt road, plus a quarter-mile of washed-out dirt driveway. In between are numerous opportunities to scrub the edges of the tires on pavement as well as non-paved detours to mines and other points of interest. Adventure bike territory.
Escaping Southern California took the better part of a day, heavy Orange County traffic giving way to sweeping low mountain vistas and finally, in Borrego Springs, at the bottom of a long, winding descent, the low, sprawling Colorado Desert, part of the 100,000-square-mile Sonoran Desert that covers much of southwestern Arizona and spreads southward into Baja California Sur and Sonora, Mexico. It is home to several unique species, including the iconic symbol of the American Southwest, the saguaro (“sah-WAH-roh”) cactus.
I’d timed my trip well; a week later, heavy rain poured for days, part of the massive winter storm that would wreak havoc on Thanksgiving holiday travel for much of the U.S. But on this ride, the skies were sunny and dry, and with lightly insulated gloves I only needed my heated liners in the early morning (our test bike was not equipped with the optional heated grips). The 790 has a comprehensive electronics package that includes three ride modes, Street, Rain and Offroad, that alter throttle response and IMU-based MTC (traction control), plus separately switchable Bosch 9.1 MP cornering ABS.
With its firm, flat, adjustable two-piece seat in the lower (32.7-inch) position, the 790 Adventure put me, at 5 feet, 9 inches, into a comfortably compact riding position while nearly allowing me to get both feet flat on the ground. Footpegs, which have rubber inserts to muffle any vibration, are high enough to allow ample off-road ground clearance and the handlebar, which is adjustable in six positions over a 1.2-inch range, is not as wide as some other larger ADV bikes. I put the windscreen into the higher of its two positions and found it deflected air around my helmet with very little buffeting.
Therefore I was comfortable and smiling the next day as I rolled into the town of Ajo (“AH-ho”), Arizona, some 38 miles from the U.S./Mexico border. This old mining town is experiencing a revival of sorts, with its gleaming whitewashed Spanish-style buildings lining the central plaza, a beautiful old school that’s been renovated into apartments for artists-in-residence and a hotel and conference center, as well as new coffee shops, cafés and artisans’ markets. It’s the kind of place that gives you hope for the future, with residents representing what they call the Three Nations: Caucasian American, Mexican-American and native Tohono O’odham.
Part of the appeal of an adventure tourer is the ability to explore at will, so when a local told me about a gravel road that looped around the old pit mine I was keen to check it out. The 790 Adventure’s 21-inch spoked front wheel, shod with tubeless Avon Trailrider 90/10 tires, rolled easily over the low rocky shelves and washouts, its 7.9 inches of suspension travel front and rear (non-adjustable except for rear preload) taking everything in stride, if a bit stiffly at the lower speeds at which I was traveling. It’s not just on dirt and gravel that a bike like the 790 Adventure shines, however. Keen to avoid the traffic in Tucson, later that day I found myself on narrow, bumpy, twisty Arivaca Sasabe Road, connecting State Route 286 with Interstate 19 through a lonely landscape where the only other vehicles I saw were U.S. Customs & Border Patrol units.
Another highlight was Apache Trail, a.k.a. Arizona State Route 88, a perfect ribbon of sinuous asphalt rippling into the Superstition Mountains east of Phoenix. I’d intended to go all the way to Roosevelt, with the asphalt giving way to dirt less than halfway up, but the road was inexplicably closed at Tortilla Flat. Too bad. I just had to turn around and retrace my corner-carving steps — carefully, as this was clearly a popular road for local riders as well as sports car-driving racer wannabes and pickups trundling along with boats in tow, headed to and from Canyon Lake.
Not all roads on this trip were so fun, however, with several hours-long 75-to-80-mph slogs on Interstates 8 and 10. The 790 Adventure’s 799cc liquid-cooled LC8c parallel twin has dual counterbalancers for smoothness, with a 75-degree crankpin offset and 435-degree firing order for V-twin-like character, and with 88.4 peak horsepower and 59.4 lb-ft of torque on tap (per the Jett Tuning dyno), it’s got enough spunk to hang at those speeds with room to spare, though sometimes at the expense of fuel economy. In a stiff headwind and at freeway speeds my mileage dipped as low as 34 mpg, but favorable conditions brought a high of 63 on this trip, averaging somewhere in the 50s, which meant my 5.3-gallon tank was good for close to 300 miles between fill-ups. The one caveat is that the 790 requires premium, which can be tough to find in the loneliest desert areas.
Apart from that minor detail, though, the KTM 790 Adventure is the rare lightweight adventure tourer that, depending on whether you choose the R version and how you equip it, works for the “100 percent”: it’s supremely capable off-road yet a pleasure to ride on long highways, and it’s downright fun in the twisties. Perfecting it for me would mean adding the optional centerstand, heated grips and cruise control, and maybe even some hard luggage, but even without all that I enjoyed all 1,787 (give or take) miles of my trip—and will continue to enjoy more until it’s time to give it back. With the 790 Adventure, the only question becomes: where do you want to go?
2019 KTM 790 Adventure Specs
Base Price: $12,699
Price as Tested: $13,059 (Quickshifter+)
Warranty: 2 yrs., 24,000 miles
Website: ktm.com
Engine
Type: Liquid-cooled, transverse parallel twin
Displacement: 799cc
Bore x Stroke: 88.0 x 65.7mm
Compression Ratio: 12.7:1
Valve Train: DOHC, 4 valves per cyl.
Valve Insp. Interval: 18,600 miles
Fuel Delivery: EFI w/ 42mm throttle bodies x 2
Lubrication System: Semi-dry sump, 3.1-qt. cap.
Transmission: 6-speed, cable-actuated assist-and-slipper clutch
Final Drive: X-ring chain
Electrical
Ignition: Electronic w/ digital adjustment
Charging Output: 400 watts max.
Battery: 12V 10AH
Chassis
Frame: Chromium-molybdenum tubular steel w/ engine as stressed member, cast aluminum subframe & swingarm
Wheelbase: 59.4 in.
Rake/Trail: 25.9 degrees/4.2 in.
Seat Height: 32.7/33.5 in.
Suspension, Front: 43mm USD fork, non-adj., 7.9-in. travel
Rear: Single PDS shock, adj. for spring preload, 7.9-in. travel
Brakes, Front: Dual 320mm floating discs w/ radial opposed 4-piston calipers & ABS
Rear: Single 260mm disc w/ 2-piston floating pin-slide caliper & ABS
Wheels, Front: Spoked tubeless, 2.50 x 21 in.
Rear: Spoked tubeless, 4.50 x 18 in.
Tires, Front: 90/90-21
Rear: 150/70-18
Wet Weight: 469 lbs. (as tested)
Load Capacity: 523 lbs. (as tested)
GVWR: 992 lbs.
Performance
Fuel Capacity: 5.3 gals., last 0.75 gal. warning light on
MPG: 91 AKI min. (low/avg/high) 34.0/54.2/62.6
Estimated Range: 286 miles
Indicated RPM at 60 MPH: 4,100
Nice bike no doubt, but KTM is the largest Euro maker and yes – starbucks jokes include their larger machines. Speaking of large – this thing weighs 470lbs so not sure “lightweight” is the right word, maybe “lighter than heavier things”. But at this engine size it is about 10 – 20lbs lighter than say the new AT, and yes, others are around 500+ for some reason. But 470 is 470 when it’s laying on its side or going down a steep grade.
The cb500x is about 430lbs and with RR upgrades is certainly worthy of consideration, and the new T7 is about 450lbs and where a lot of people will place their do re mi, and the KTM 690 enduro is 380lbs hmmm. So there’s a lot of choice if you think about what you really need.
Although not as reliable as some other makes – KTM does make very interesting machines and certainly don’t follow the pack. They sure surely very smart people.
to be fair, the new AT is 30-35 lbs (at least 15 kgs) heavier and feels comparatively top heavy.
Good summary, Pedro. I’m currently riding an old 2005 KTM 640 Adventure, which weighs 400 lb, full of fuel and without luggage — about 360 lb without fuel, and that puppy is plenty heavy to pick up off the ground, especially if you’re having to pick it up from the down-hill side after dropping it on a slope.
I appreciate your coverage of the KTM 790 in this article, however referring to Adventure Riders as “one-percenters” in Motorcycle culture is a little ignorant of what that term actually means regardless of your subscription to that culture
Thanks, but I know what it has traditionally meant, which is why I said, “what we might call the ‘one percent’ of adventure riders.” As in, the minority…which is why “one percenters” has been used to refer to outlaw bikers as well. I was drawing a parallel, hopefully you can offer me some literary license.
I agree. I don’t believe the Hell’s Angels patented the term. Lighten up, dude…
no need to grant you literary license Jenny. Your meaning was perfectly clear and spot on. Those generally referred to as the “1 percenters” don’t have a mortgage on the term
you didn’t read it word for word before jumping in.
Jenny,
Nice write-up. I have had a 790 Adventure R since August and I have to say this is the most fun I have had on a bike in a long time. The 790 was a replacement for a 350 EXC-F which was stolen. I also had a 2013 R1200GSA for the last 7 year. Your one percenter comment is correct in regards to KTM’s being built for the one percent of riders who are capable of making use of the performance they possess. KTMs are not built for the average rider although I would not hesitate to put a novice on the 790. One of the easiest bikes I have ridden. Any kind of non-pavement road is a blast on this bike as are paved twisty mountain roads and even some single track. On one of my first days off road on this bike I blasted past some dual sport riders and I really wasn’t pushing it. The bike is just that good.
This beast of a small bike is the next big thing. Being a KTM fan and owner, it’s one of the must have bikes. Love it
Great review! I’ve owned this bike for almost a year and have put about 4500 miles on it. For my 5’7” frame I have to say THANK YOU to KTM for finally making an adventure bike that I can ride comfortably without having to put some janky, geometry-altering lowering kit. My only gripe with this bike is that I wish it had a little better wind protection. 90% of my riding is on the road and here in SW Montana the winds will whip like crazy this time of year. Even still, I love this bike and it makes me smile every time I ride it.
1) don’t fall down, it’s always bad and revokes any hope of bragging rights.
2) no one EVER picks up the whole weight of the bike, unless you are throwing it at somebody.
3) if you cannot handle it, don’t ride it. There are Honda Super cubs you may enjoy, they are easy to pick up.
I don’t quite understand this obsession with weight. With only 18 months left of my 60s (180 lbs and 5’11) I can still manage to haul up my gently dropped Vstrom 1000 – it’s not a snack but it’s manageable.
So to me a touring m/cycle of almost the same power and touring capability but probably 35kgs less weight seems a no brainer as I enter the 3 score plus 10 realm and generally ride by myself.
I’ve had my 790s for nearly a year and so far its been one of my favorites- It replaced my F800gs. I recently rode 1600 hundred miles of the TAT and the MABDR and found it to be exemplary. The super low center of gravity makes it very flickable and feels like its 100lbs lighter. The quick shifter makes slow, rocky, technical sections much easier without clutching. What most reviewers fail to mention are some of the design features that make the bike great. For instance; most of the fasteners are 8mm with 30mm Torques centers making maintenance a breeze (fewer tools required). The air filter is a cartridge type found under the seat that takes seconds to remove. The shifter has a barrel nut on shaft so it can be height adjusted in seconds without removing the lever and the brake pedal is offset and can be easily reversed if you like a different position. There are two accessory power connectors behind the headlamp and two in front of the taillamp. The rubber footrest inserts are removable and the windshield and seat are adjustable. They even embossed a small SAG indicator/reference point in the plastic to aid in measuring ride height. For me, the icing on the cake is the included steering damper and tubeless wheels. This is an extremely well thought out and versatile bike.
I have a 790S as well. I agree with all your comments. Fantastic bike. I did not know about the reversible brake pedal. Thanks for the tip. After getting it I really wondered if I should not have bought an “R” as I am an avid off road rider, but after taking the “S” down a river bed, I realised it can do everything that I am prepared to do on a motorcycle of this weight and more. I would probably more adventurous if wasn’t my bike! To those one percenters who rip theses bikes along single track – respect. The only mods to mine have been heated grips and a small deflector to the top of the windshield (Stops buffeting completely).
well, it’s been 18 months to the day since my last post above – the day I decided to buy the Adventure 790S. I traded my 7 year old Vstrom 1000 (itself a much under-rated and good motorcycle) on the KTM as I thought it time for a change, something just a bit lighter, just as good on a tour – better when I consider the Cruise Control I had fitted at first service and its lower fuel consumption at legal-ish speeds.
I have twice travelled over 500kms on a tankful which is useful considering that covers the distance between any two country towns I might care to stop at touring here in Australia. Even going a bit harder to get to hotels at a set hour the bike still does 460-480kms on a tank.
I was prepared to lose some reliability compared to the Strom but so far so good after 10,000 covid-restricted kilometers.
I am very pleased with the bike. I just throw on the soft side bags and the tent/food etc on the rear rack and go follow some rivers, venturing off road at any interesting looking dirt detours.
When the original tyres wear out I will try some 50/50 styled replacements and see how they fare. The idea of finding the perfect compromise tyre is engrossing – the Holy Grail
I have had my 790s for 2 years. Low weight dry, weight with full tanks are near as low as you get without going for a dirt bike with lights. The weight is carried low and like the BMW Boxer GS heads, the tank design on the KTM makes it easy to pick it up. It has nice handles to help as well.