2023 KTM 890 Adventure and Adventure R

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2023 KTM 890 Adventure R (KTM/)

Ups

• Low-slung fuel tank gives a low center of gravity that makes it easier for riders of every skill level to find their limit off-road
• Top-end rider aids are simple to use and incredibly effective
• Compact LC8c engine is tractable, laugh-out-loud fun, and refined enough for touring comfort

Downs

• At start-up the engine sounds like a toolbox falling down a flight of stairs
• Available in any color you want as long as it’s orange
• Brakes aren’t as high-spec as what can be found on some of the competition

Verdict

The benchmarks of the middleweight adventure category, the 890 Adventure and Adventure R shatter preconceptions of adventure-touring performance. Anything but top-heavy or cumbersome, these middleweights impress with killer rider aids, a responsive chassis, and a rowdy engine.

2023 KTM 890 Adventure (KTM/)

Overview

Adventure bikes, by nature, are the most compromised motorcycles on the market. They’re the proverbial jacks of all trades, but masters of none. There’s no perfect intersection of touring comfort, sport-riding exhilaration, around-town usability, and off-road capability that satisfies riders who want their machine to excel in every area. However, if those required traits were displayed on a Venn diagram, KTM’s 890 Adventure and Adventure R would increase the overlap between each circle.

When KTM unveiled the LC8c-powered 790 Adventure and Adventure R in 2019, we said: “It set a new standard in the adventure segment for dirt-worthiness,” and that “it nearly makes open-class machines irrelevant.” In other words, it was a game-changer.

Since that time, the middleweight class has become arguably the hottest segment in motorcycling as OEMs have attempted to wrest the middleweight crown from the rally-worn hands of the madmen from Mattighofen. Never one to rest on its laurels, KTM upped the ante in 2021, introducing the 890 Adventure and Adventure R, with a revised, larger-displacement 889cc engine with a higher compression ratio, larger intake and exhaust valves, an updated camshaft, and lighter pistons. In 2023, KTM revised the platform yet again.

One of the qualities that sets the 890 Adventure R apart is its low center of gravity. With most of its fuel sitting in front of the rider’s shins rather than on top of the machine, the 890 feels like a smaller, more nimble machine than its competition, inspiring riders to reevaluate what they thought they were capable of tackling on an ADV bike—both on and off-road. Coupled with a supereffective parallel-twin engine, impressive rider aids, great ergos, and unbelievable suspension—particularly on the R model—the 890 puts all other ADV bikes on their heels in the dirt. Even the base-model 890 Adventure, which uses less expensive, less off-road-biased suspension, is still an effective tool off-road while being more manageable for shorter riders and more aerodynamically efficient on the street.

It’s not like the 790/890 Adventure lineup were the first middleweight adventure bikes in the world, but they certainly opened a lot of people’s eyes and made good on the promise that yes, adventure motorcycles can go off-road, and yes, you should definitely get them as dirty as possible. The 890 Adventure series is what happens when you give a dirt bike manufacturer the keys to daddy’s adventure-tourer.

The 2023 KTM 890 Adventure R in the hands of someone with more skill than most of us. The aspirational R model has 10.4 inches of ground clearance, so you know it’s serious. (KTM/)

Updates for 2023

For 2023, the 890 Adventure series was further refined with a host of changes. Redesigned rally-inspired bodywork is intended to improve aerodynamics and ergonomics, as well as to provide more support for large navigation units. Both the base model and R receive their own windshields and both have aluminum covers that extend past the skid plate to add greater protection to the engine and tank.

Both the base model and R receive a 9.3 MP ABS unit for improved braking performance. KTM must have heard customer complaints because it finally linked ABS settings to ride modes, saving riders from having to change them manually when switching between modes, as was the case on previous models.

Somewhat controversially, KTM is introducing a demo setting that gives riders full access to all its electronic rider aids (e.g., Rally mode and quickshifter) for the first 1,500 kilometers (932 miles). After that, the demo mode expires and riders must purchase them for permanent use.

Both models receive a 5-inch TFT display with a redesigned graphic interface and a scratch- and glare-resistant surface treatment. An optional Connectivity Unit is available to hook the TFT to the KTMconnect app for turn-by-turn navigation, music, incoming calls, and KTM roadside assistance. A new phone call-out function also allows a favorites call option, with a maximum of 10 numbers, or the option to call one of the 10 last numbers called.

The Adventure R model receives updated suspension: The fully adjustable 43mm WP Xplor fork and linkage-less WP Xplor PDS (Progressive Damping System) rear shock are retuned for improved feedback and damping to help alleviate fatigue during long stretches of riding off-road terrain.

The base model gets a WP Apex 43mm front fork, adjustable for rebound and compression (replacing the previous model’s nonadjustable fork). The Apex shock, adjustable for preload and rebound, has revised settings. There’s also a new two-piece seat for improved comfort.

Is it a rally bike or an 890 Adventure R? While the base and R models share the same engine, frame, and electronics, different suspension gives the two their own identities. (KTM/)

Pricing and Variants

The 890 Adventure R has an MSRP of $15,199, while the base-model 890 Adventure retails for $13,949.

The Adventure R is the more serious off-roader of the two, with longer-travel, higher-spec suspension, an off-road-style front mud guard, and a shorter windscreen. It’s the natural choice for riders who are serious about riding more technical terrain off-road, but it comes at a cost for street riders. The Adventure R’s tall 34.6-inch seat height is 1.5 inches taller than the base model’s, which may make it a non-starter for some riders. The long-travel suspension is also not as well suited for corner carving on the street. Additionally, the front mud guard can cause some vibration and discomfort at highway speeds.

Ultimately, intended use should be the guide. While the R may be “the one to have,” it’s only better than the base model if you’re getting wild off-road and willing to sacrifice a degree of street comfort and all-around usability.

Competition

The middleweight adventure bike category is full of competent contenders, though many consider the 890 Adventure series the benchmark. The base model competes with the Aprilia Tuareg 660 (starting at $12,299), the Honda Transalp ($9,999), the Suzuki V-Strom 800DE (starting at $11,349), the Yamaha Ténéré 700 ($10,799), the Husqvarna Norden 901 ($14,499), as well as BMW’s new-for-2024 F 900 GS and F 800 GS models.

The 890 Adventure is a claimed 20 hp more powerful and only 30 or so pounds heavier than the Tuareg 660, the smallest-displacement bike here. Compared to the Japanese parallel twins, it’s a bit higher-end, with more advanced rider aids and arguably more off-road bias. The BMWs will be considerably more expensive when spec’d out. The Norden is essentially a reworked 890, so it’s very close on the spec sheet and in the real world, despite being a physically larger machine than the 890.

The 890 Adventure R competes with the Triumph Tiger 900 Rally Pro ($17,395), Ducati DesertX ($17,995), and the Husqvarna Norden 901 Expedition ($15,799). Here, the competition is pretty stiff on the spec sheet, with each bike producing comparable performance figures. They even have comparable levels of suspension travel (around 9 inches). While the Ducati possesses that fetching Italian style, the Triumph exudes British refinement, and the Husqvarna is decked out with accessories, the KTM is both the most affordable and the most approachable thanks to its low CG and tractable parallel twin.

Note: Listed MSRP are the starting price, and costs will vary depending on features.

The base-model 890 is still more than capable of hanging tough off-road. For 2023, KTM adds more value to the base model by using adjustable suspension that’s not overly off-road biased. For many riders, that will make it a better all-rounder. It includes a taller windscreen; a lower, adjustable seat; and a conventional front fender. It’s also less expensive. Accessory luggage pictured. (KTM/)

Powertrain: Engine, Transmission, and Performance

The 890 Adventure R utilizes KTM’s updated LC8c 889cc DOHC parallel-twin engine that’s also seen in the impressive 890 Duke R. On the Cycle World dyno, the 890 produced 86.5 hp at 8,300 rpm and 58.1 pound-feet of torque at 6,900 rpm. Aside from its increase in displacement over the 790, the 890 powerplant leverages a higher compression ratio, larger intake and exhaust valves, an updated camshaft, and lighter pistons.

A forged single-piece crankshaft with a 435-degree firing order supplies the power delivery and sound character of a KTM V-twin (though the exhaust note is quite muted); vibration is quelled by dual counterbalancers—one in front of the crankshaft and the other in the cylinder head, driven by the exhaust camshaft.

In the real world, the LC8c is a rev-happy twin that begs to be flogged. One of its greatest strengths is its low-down tractability. Nearly stall-proof at low rpm, it can happily chug along just above idle, pulling cleanly from the bottom as you wind on the throttle.

The LC8c’s six-speed transmission shines with the use of the optional up/down quickshifter, firing off lightning fast shifts with a light, pleasantly notchy feel through the shifter.

Is the 890’s party piece the engine, the low CG, the suspension, the electronic rider aids, or the reasonable price? New for 2023, rally-inspired bodywork makes it look the part. (KTM/)

Chassis/Handling

Using the tightly packaged LC8c engine as a stressed member, the Adventure and Adventure R’s chromoly steel frame hugs the top of the engine to help centralize mass. A steel trellis subframe bolted to the main frame keeps weight low while allowing space for easy airbox access and filter replacement. A long, traction- and stability-enhancing open lattice cast aluminum swingarm can be used thanks to the shortness of the engine.

WP suspension is fitted to both models, but differs in spec according to each bike’s intended use. A 43mm Apex fork is spec’d for the standard 890 Adventure, offering 7.9 inches of travel. Damping is split—one leg handling compression and the other controlling rebound—and for 2023, is adjustable using dials on the top of each fork leg. Matched to the 43mm fork is a WP Apex PDS (Progressive Damping System) shock, adjustable for preload and rebound, connected directly to the swingarm and frame, giving 7.9 inches of wheel travel.

Suspension becomes longer and more dirt-ready on the 890 Adventure R. Travel of 9.4 inches is provided by a WP Xplor fork—the very same design fitted to KTM’s EXC-F dual sports and XC-W off-road two-strokes. The Xplor fork also splits compression and rebound functions between the two legs, and each damping circuit is adjustable using dials at the fork top. An Xplor PDS shock gives the rear wheel 9.4 inches of travel and is fully adjustable for preload, high- and low-speed compression, and rebound damping.

The 890 Adventure R’s up-spec WP suspension brings dirt bike–level performance to the ADV world. The optional Rally mode gives riders 10 levels of traction control, adjustable with the up/down buttons on the left grip. No need to stop or even look down to change levels. How far do you want to hang the rear end out? (KTM/)

Brakes

Both 890 Adventure models use radially mounted four-piston calipers and dual 320mm discs in the front, and a twin-piston floating caliper and 260mm disc in the rear. Cornering ABS comes standard.

Fuel Economy and Real-World MPG

The 890 Adventure R managed 43.9 mpg in real-world testing.

The plastics are color injected and use in-mold decals where possible for resistance, as seen on the KTM off-road bikes. Wider panels on the tank and side panels give the seat protection against unwanted scrapes. (KTM/)

Ergonomics: Comfort and Utility

The most noticeable and welcome ergonomic feature is the low-slung tank. Fuel is kept low to centralize mass, and it makes for a narrow seat/tank junction to optimize body positioning for aggressive off-road riding. You can toss the bike around like a big enduro, thanks to the compact chassis and narrow feel. It’s also beneficial on the street, where maneuvering at slow speeds, and even getting it off the sidestand requires less effort than traditional top-heavy adventure-tourers.

KTM knows its customers and has done a great job of making the bike ready for adventure. From being prewired for a GPS mount, to making the airbox easily accessible for routine filter cleaning, there’s little after-purchase fussing to prep the bike for your first adventure. Another benefit of the fuel tank is that it provides protection for the engine and radiator, so many consider crashbars unnecessary.

Both models receive a new 5-inch TFT dash. Menus are easy to navigate, though the user experience isn’t as exceptional as some of the other European competition. Still, it gets the job done. Note the new headlight and dash subassembly. (KTM/)

Electronics

The 890 Adventure’s ride modes (Street, Offroad, Rain, or the optional Rally mode) tailor power delivery and are tied to KTM’s lean-sensitive Motorcycle Traction Control (MTC) and lean-sensitive ABS. Street and Rain work as you’d expect. Offroad allows the rider to break loose the rear wheel, but still controls slip, metering the throttle for controlled slides; the ABS intervention is reduced in the front and deactivated in the rear. Rally mode allows for 10 levels of rear wheelspin that can be adjusted on the fly, along with a choice of throttle-response settings.

A 5-inch TFT dash and LED lighting are standard. Heated grips, cruise control, and a bidirectional quickshifter are optional extras. Prepare for demo mode to get you hooked—especially to the quickshifter and Rally mode.

Warranty and Maintenance Coverage

KTM offers a 24-month manufacturer’s warranty on the base-model 890 Adventure, but only a 12-month warranty on the R model.

Quality

The 890 Adventure series packs a lot of bang for the buck with highly effective electronic rider aids, a charismatic motor, and a killer chassis. Dirt bike-like plastics with in-mold graphics convey the bike’s toollike utilitarianism. For brushed aluminum finishes and styling flourishes, look elsewhere.

2023 KTM 890 Adventure R Specs

MSRP:	$15,199
Engine:	DOHC, liquid-cooled, 4-stroke parallel twin; 4 valves/cyl.
Displacement:	889cc
Bore x Stroke:	90.7 x 68.8mm
Transmission/Drive:	6-speed/chain
Fuel System:	DKK Dell’Orto w/ 46mm throttle bodies
Clutch:	PASC (Power Assisted Slipper Clutch); cable operated
Engine Management/Ignition:	Bosch EMS; ride-by-wire
Frame:	Chromoly tubular steel, engine as stressed member
Front Suspension:	48mm WP Xplor inverted fork, fully adjustable; 9.4 in. travel
Rear Suspension:	WP Xplor fully adjustable monoshock w/ PDS; 9.4 in. travel
Front Brake:	Radially mounted 4-piston calipers, dual 320mm discs w/ ABS
Rear Brake:	2-piston floating caliper, 260mm disc
Wheels, Front/Rear:	21 x 2.50 in. / 18 x 4.50 in.
Tires, Front/Rear:	Continental TKC80; 90/90-21 / 150/70-18
Rake/Trail:	26.3°/NA
Wheelbase:	60.2 ± 0.6 in.
Ground Clearance:	10.4 in.
Seat Height:	34.6 in.
Tank Capacity:	5.3 gal.
Claimed Dry Weight:	432 lb.
Contact:	ktm.com

2023 KTM 890 Adventure Specs

MSRP:	$13,949
Engine:	DOHC, liquid-cooled, 4-stroke parallel twin; 4 valves/cyl.
Displacement:	889cc
Bore x Stroke:	90.7 x 68.8mm
Transmission/Drive:	6-speed/chain
Fuel System:	DKK Dell’Orto w/ 46mm throttle bodies
Clutch:	PASC (Power Assisted Slipper Clutch); cable operated
Engine Management/Ignition:	Bosch EMS; ride-by-wire
Frame:	Chromoly tubular steel, engine as stressed member
Front Suspension:	43mm WP Apex inverted fork, compression and rebound adjustable; 7.9 in. travel
Rear Suspension:	WP Apex monoshock, preload and rebound adjustable; 7.9 in. travel
Front Brake:	Radially mounted 4-piston calipers, dual 320mm discs w/ ABS
Rear Brake:	2-piston floating caliper, 260mm disc
Wheels, Front/Rear:	21 x 2.50 in. / 18 x 4.50 in.
Tires, Front/Rear:	Pirelli Scorpion STR; 90/90-21 / 150/70-18
Rake/Trail:	25.9°/4.2 in.
Wheelbase:	59.4 ± 0.6 in.
Ground Clearance:	9.2 in.
Seat Height:	33.0 in./33.8 in.
Tank Capacity:	5.3 gal.
Claimed Weight w/o Fuel:	441 lb.
Contact:	ktm.com

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