Friendly Fire: KTM 790 Adventure R vs. KTM 990 Adventure R

[Advpulse]

On the surface, this motorcycle comparison may seem a bit unusual. Yet these two motorcycles having completely different displacements,engine configurations, and separated by almost a decade are worthy of a head-to-head shootout by virtue of their sheer performance: the 2019 KTM 790 Adventure R and 2012 KTM 990 Adventure R.

KTM’s all-new 790 Adventure R has garnered significant hype both for its unique design aspects and aesthetics, and for its off-road prowess by those who have had an opportunity to throw a leg over one in the dirt. In some ways, this is perhaps no surprise, given KTM’s heavy emphasis on off-road machines. What perhaps comes as a surprise, is the relatively widespread references comparing KTM’s latest twin-cylinder adventure bike not to the most recent preceding model, the 1090 Adventure R, but rather a model line that was first launched 16 years ago!

The original Dakar Rally winning race bike that started it all, the KTM 950 Rally, had a lot in common with the production model launched in 2003.

When KTM’s V-Twin LC8 platform was first released to the world in 2003 in the form of the 950 Adventure S, it was a game-changer. Developed closely with legendary rally champion Fabrizio Meoni, the bike wasn’t deemed ready for production until he had already won both the Pharaons Rally (2001) and the Dakar Rally (2002) aboard prototypes. What the market then received in 2003 was essentially a legalized rally bike capable of never before seen speeds off-road for this class of motorcycle, even in its tamed production form.

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With a chassis virtually unchanged over the next 10 years, the 950 Adventure S increased displacement to become the 990 Adventure R in 2006, and would continue on with only minor updates until 2012. Model year 2013 saw a last gasp with the “Baja Special Edition” but that featured a lower, less off-road oriented suspension than the ‘R’ version.

In 2014, KTM released their all-new 1190 Adventure R, and then the 1090 Adventure R in 2017. Both were versatile adventure bikes and the off-road kings of their class at the time, but neither could quite match the earlier 990 Adventure R in the dirt. For that reason many hard-core off-road riders continued to hold their 950s and 990s in high esteem, waiting for the day KTM would build a bike that was as good or better off-road. And that’s exactly what KTM hoped to achieve while developing the 790 Adventure R. 

The Austrians started with a clean slate engineering the 790 platform, in an effort to create their most off-road capable, twin-cylinder adventure bike yet. Based on early reviews, the 790R has proven to be a step ahead of all ‘current’ competition in the dirt, but is it a match for the legendary 990R? We got our hands on a low-mileage 2012 KTM 990 Adventure R in stock form to see how these two bikes compare not only off-road, but as all-around adventure bikes. Read on!

At First Glance

The KTM 990 Adventure R has a more upright, adventure touring appearance, while the 790 Adventure R is more compact with ‘Enduro’ styling cues. We put both bikes on equal footing for the test with a fresh set of Motoz Tractionator Desert A/T knobbies.

While key observations are to be made from behind the bars, a first glance at both the KTM 990 Adventure R and KTM 790 Adventure R reveal they are unique machines, echoing certain mutual design elements. Arguably the most attention-getting visual aspect of both bikes are the fuel tanks. Each bike aims to carry fuel weight as low as possible, but in different ways. Positioned on either side of the bike, the 990R’s twin fuel tanks also serve as exterior body panels extending down almost to the skidplate. The 790R’s single fuel tank design takes this idea even further, featuring unique lobes protruding out from underneath the radiator and extending slightly below the central skidplate. These atypical fuel tank designs result in neither bike having a typical fuel gauge. Only a low fuel light and diligent use of the trip meter allows riders on the 990R to keep track of fuel consumption. A “half gauge” on the 790R will indicate “full” until the tank is roughly half empty, at which point the gauge kicks in, providing a reading of how much fuel remains in the lower half of the tank.

The split tank design of the 990R has an additional benefit in that a decent sized storage compartment is available directly in front of the saddle. While a seemingly minor detail, this turns out to be significantly convenient during travels. However, the 990R glove box location does make accessing the air filter time consuming when compared to the 790R. Tucked beneath a compartment towards the rear of the motorcycle, the 790R’s filter is reached for maintenance by simply removing the seat and two T30 torx screws. The battery is also easily accessible under the seat on the 790R, whereas the 990R’s battery is hidden down behind the skidplate.

While there are some similarities in the fuel tank designs, the single tank of the 790R bulges out more on the sides and it carries the fuel even lower than the twin tanks of the 990R.

Striking a longer and taller pose, the 990R appears a much larger machine. The 990R’s taller non-adjustable windscreen adds to the bike’s upright adventure tourer look, while the 790R’s short screen and high fender give it more of an ‘Enduro’ appearance.

Another area where these two bikes significantly differ is in the dash. The 990R has a large analogue tach in the center and basic LCD display with clock, engine temp, outside temp, fuel warning light, and speedo. The 790R uses a modern color TFT display with thumb controls to adjust traction control levels, ABS modes, rider modes, and throttle maps. All of the standard information you’d expect is available on the home screen, as well as battery voltage.

As far as standard equipment, both bikes get a 12-volt accessory plug on the dash and the 790R comes with tubeless spoked wheels, whereas the 990’s rims are tube type. However, the 990R does come with a centerstand to make tire repairs easier. Heated grips were available factory options on both bikes but only 790 could be ordered with cruise control.

Suspension and Handling

In stock form, the 990R forks are a bit on the soft side compared to the 790R, while the rear feels slightly oversprung. Absorbing virtually everything versus deflecting off obstacles, the 990R’s front legs make for a plush ride, although one that contrasts with a more reactive rear shock. Ridden without luggage, the shock preload can often be backed out significantly to help reduce the stiffness in the rear end. Almost any amount of luggage can be accommodated by turning the adjuster clockwise as much as necessary.

A longer wheelbase and ideal cockpit geometry (for my 5’11” frame) gives the 990R a comparatively more stable feel off-road at higher speeds. This same stability, combined with a tall seat h (1-inch taller than the 790R) and turning radius roughly that of a big-rig truck, means the bike can be less than ideal in some slow-speed technical situations. Fortunately, first gear is extremely useable on the 990R but throttle response is abrupt compared to the computer-assisted 790R, which can affect slow-speed maneuvers.

Balanced and nimble, the 790R rides like a bike much lighter than its 470 pounds when fully fueled. While that number is still a lot of machine to take off-road, the 790 tips the scales a full 45 pounds less than the 990R’s fueled weight of 515 pounds. Although, it is worth noting the 990R came equipped from the factory with a center stand that adds several pounds. Riding over rough or rocky roads, the suspension soaks up small bumps easily but has a somewhat harsh feel through the mid-portion of the stroke. However, this same feeling translates into a responsiveness which allows the bike to react extremely quickly to whatever the wheels touch.

The official weigh-in for this match-up took place at Rottweiler Performance Headquarters. Both bikes were weighed fully fueled on their high-tech scales.

Both bikes have about the same suspension travel, with the 790R sporting 9.45 inches and the 990R with slightly more at 9.75 inches. The 990R does get about 1.5 inches more ground clearance. Even so, when the wheels leave the ground, more of the 790R’s suspension travel can be used with little fear of bottoming out either the front or rear. At higher speeds, the terrain can be felt translating up through the chassis to a greater degree on the 790R than its older sibling. Compared to the plush and planted feel of the 990R, the 790R exhibits a more hyper-responsive feel, which can be almost twitchy by comparison. Overall, the 990R feels planted and stable on more flowy high-speed terrain like the Paris-Dakar rally courses which guided its early development. Conversely, the 790R feels much more nimble and agile in tighter, more technical terrain.

The Motors

Wanting to get verification of our in-the-saddle experience, we got dyno readings from Rottweiler Performance in Costa Mesa, California for both bikes. With a 200cc advantage over the 790, the 990R has predictably higher overall horsepower and torque numbers. Similar to the stable and predictable chassis, the 990R’s V-twin can pull in a more controlled way at lower RPMs than the comparably hyperactive 790R parallel-twin. With the traction control system deactivated, the 790R’s fly-by-wire throttle, combined with a powerplant that seems to prefer higher RPMs, results in a machine that feels like a lot more to handle than its comparatively smaller displacement would indicate.

The 790R’s power comes on hard at about 4500 rpm and matches the 990R at about 7000 rpm before tapering off a bit. The aggressive hit can catch you off guard if you aren’t using Traction Control to filter it. Dyno test courtesy of Rottweiler Performance

Torque at the low end is delivered quickly and aggressively on the 790 Adventure R, and that feeling is carried up through the gears. Several different traction control modes, combined with an on-the-fly adjustable “slip” setting when in “Rally” mode, easily and effectively tames the beast to the desired level. Whether the 790R’s software is unique to this machine, or the algorithms simply agree with this chassis, the end result is one of the best-performing and seamless traction control and ABS systems of any bike in this class.

With its heritage from an era before either traction control or ABS was commonplace in motorcycles, the 990R V-twin is at home without computer assistance. As the progeny of a rally-winning class of bike, the 990R’s full capabilities are best explored by an elite class of rider, but appreciable by the rest of us as well. On the road, the familiar grunt of the V-twin is smooth and consistent throughout the entire gear range, and it emits an ear-pleasing note from its twin pipes the 790R can’t quite match with its single exhaust.

Timed Off-Road Test

In addition to an adventure ride with several hundred road miles, and several days of traveling on and off-road, both the 790R and 990R were brought to our secret ADV Pulse desert test loop. This timed course takes about 5 minutes to go around and is specifically designed to put motorcycles through a head-to-head dirt test in a controlled and readily observable manner. The fast-paced loop contains deep sand, aggressive whoop sections, hard packed and rocky dirt roads, cross-ruts, steep climbs, descents, and much more over its 2.3 mile length.

To ensure we had both bikes on equal footing and to maximize traction in the dirt, we spooned on a fresh set of Motoz Tractionator Desert H/T DOT knobbies. In addition, multiple timed runs of each bike were conducted with the same rider, on the same course, on the same day.

Starting out with a gradual but very sandy descent towards some cross ruts and small ledges, leading to a stretch of whoops, the 790R clearly had the advantage. With speeds kept in check by turns in the sandy path, the lighter weight and hyper-quick throttle response of the 790 Adventure R made it much easier to keep the front end light, and change direction at will. The 990R’s comparably heavier front end feel was more apt to wash out or push through the tighter and sandier sections. When the trail straightened out however, the 990’s planted and stable feel then inspired confidence to crack the throttle over the roughest sections of the course.

Some portions of the course could be handed to either bike, even though they exhibited very different characteristics. In the whoops for example, the 790R had an amazingly light and “flickable” quality. The stiffer and more reactive suspension, combined with immediate throttle response, made quick adjustments much easier when navigating this section. Stability provided by the 990R’s weight and longer wheelbase could lessen the degree of additional rider input necessary at times, as inertia and good geometry helped guide the machine through a well-chosen line.

After all our tests were run, comparing the two fastest lap times between the bikes resulted in a 790R win by just under two seconds. This number may sound like a slim margin until it is put into context with other bikes. ADV Pulse has been using this same course and this same 2012 KTM 990 Adventure R as a benchmark for several years now. In previous tests, the 990R bested Honda’s Africa Twin by 7 seconds, KTM’s own 1190R by 3.5 seconds and the 1090R by 0.7 seconds. So far, the KTM 790 Adventure R is the first bike to beat the 990R model. 

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