2016 KTM 1290 Super Adventure: RIDING IMPRESSION

 Going Big

The 1290 Super Adventure came into being just last year. It evolved from KTM’s 1190R, the company’s most dirt-oriented Adventure bike in its lineup, but KTM wanted to up the ante for those looking for extreme adventure riding without straying too far off the beaten path, who are more likely to seek out far away places on pavement rather than on dirt. And there is certainly nothing wrong with that. And since street riders tend to like—make that, love—having a ton of features and electronic gadgets on their bikes, and plenty of hauling capabilities, KTM made sure that they get all these things with the 1290 Super Adventure. This bike truly has it all—and then some—especially when it comes to electronics, which controls so many cool things on this motorcycle, like the bike’s new Semi-active Suspension system, Motorcycle Traction Control (MTC), ABS/Cornering-ABS, Ride Modes, Ride-by-Wire Throttle, Tire Pressure Monitoring System and Cruise Control. And if that’s not enough for you, you can write a little bigger check and get Hill Hold Control and Motor Slip Regulation (electronic engine-braking control) as options.

Also standard are heated grips and seat, cornering lights, slipper clutch, adjustable windscreen, a center stand and massive 7.9-gallon gas tank.

Despite all of these great things, what impressed me most when I rode the 1290 Adventure for the first time was something pretty basic that all bikes have, the engine. This thing has tons of torque and friggin’ rips! It kind of surprised me but it shouldn’t have; after all, this is pretty much the same engine that launches the 1290 Super Duke R down the road like a bat out of hell. But when you’re carrying around significantly more weight, approximately 150 pounds more so than the Super Duke R fully loaded, you’d think things would be a lot tamer and mellower on the Super Adventure. Mmm, not really!

The KTM’s said 160-horsepower, 1301cc 75° V-twin engine makes the nearly 600-pound Super Adventure actually feel light. One hundred and sixty horsepower is an awful lot for a bike of this nature, but that shouldn’t scare you at all, because all of its sophisticated electronics makes everything, engine included, so very manageable. For everyday freeway commuting and casual riding, I generally preferred Street of the three ride modes. The engine still barks but without the herky-jerky and more hyper feel of the other Sport and Rain modes. Rain mode, which reduces actual horsepower from 160 to 100, really tones things down quite a bit for when things get slick. When you combine engine mode, MTC and C-ABS with the Super Adventure’s new suspension management system, you pretty much have a bike that anyone can ride with complete confidence. KTM has proven with the Super Adventure and all of its electronics that you really can’t have too much power anymore.

I was impressed with the Super Adventure’s seemingly endless adjustability of its suspension, which is electronically controlled by the bike’s suspension control unit, which, in a nutshell, constantly adjusts the suspension damping to provide an optimal and consistent ride for which ever suspension mode that you have chosen, and you have four of them: Comfort, Street, Sport and Off-Road. Not only do these modes affect how the bike rides down the road but also how the fork dives under braking, because the WP fork also features a built-in anti-dive function. Street mode, again the one I preferred most, offers the most anti-dive resistance than either Comfort or Sport modes. It’s a subtle difference but I liked the more constant balance of Street mode, doubly so while carrying a passenger.

Speaking of passengers, rear preload is electronically adjustable, as well, and you have four options: single rider, rider with luggage, rider and passenger, and rider and passenger with luggage.

And, speaking of luggage, large saddlebags (42 liters on the left and 31 liters on the right) are standard equipment. In place, they are a little bulky for every day commuting, especially if you’re a Californian and a lane-splitter like me, so I usually rode the bike without the bags. Luckily, the mounting brackets aren’t too conspicuous, so the bike stays (if not gets a little more) pretty without them. The bags are a little clunky to take on and off at first, but once you get the hang of it, it’s a pretty simple process.

Back to the electronics. You make pretty much all of the bike’s electronic adjustments (Ride Mode, MTC, suspension, heated grips, etc.) via a small, simple and intuitive mode switch on the left handlebar and a menu page right next to the speedo. It’s so simple that you can pretty much figure out how it all works by just fiddling around with it for a few minutes; it’s that easy. You won’t need the manual. Cruise control is on the right handlebar but it’s a bit of a reach for your thumb.

When the weather was crappy it didn’t keep me off the bike, because the Super Adventure is probably the best bike I’ve ever ridden when it’s wet and cold and just plain ugly outside. The relatively small and manually adjustable windscreen does a great job of protecting the rider in the tall position, as do the large hand guards. Heated grips are plenty warm (in fact, their downright hot in the hottest of the three positions) and the heated seat is a nice touch. And when I wore my heated jacket liner that I could easily connect to the bike’s battery terminals, I was downright comfy. I’m sure people in cars were looking at me thinking, “ah, poor biker,” or “what a dumbass,” but, I was totally fine. And knowing that I had all those safety features (especially ABS and C-ABS) watching my back, I didn’t have to think twice about taking on the roads in less than ideal conditions weather conditions.

The Super Adventure is also one of the most comfortable street bikes that I’ve ever ridden. It is just plain ergonomically correct in every way, plus seat height, which adjusts from 33.9 inches to 34.5 inches, isn’t too bad (I liked the low setting even for my 6’1” frame) and the seat itself is well contoured and nicely padded. I put some long days on the Super Adventure and never once complained about a sore butt, or achy knees, shoulders or back afterward.

I wasn’t super impressed with the cornering lights, though I do think they’re pretty cool. They’re connected to the bike’s lean angle sensor, and there are three levels of lights/brightness, the farther you lean, the brighter they shine. For me, they didn’t seem to light up the road all that much—at least not enough to really make a difference—and were not really pointed where I wanted them. The projection of each light, however, is adjustable, so maybe I should’ve played with that a bit, but I just never thought about doing that during the day when I had the chance. Either way, I’m glad they are there and I’m sure they’d be useful when properly adjusted.

Off-road, the Super Adventure is a lot easier to ride than you’d think. Yes, it’s a big bike that demands extra attention and respect from the rider on the dirt, but it’s remarkably manageable, which, again, shouldn’t be too surprising to me, since KTM has its company roots buried deep into the soil. They know a thing or two about building dirt bikes, and really good ones at that. Put the Super Adventure in off-road mode and you’re free to do all kinds of fun stuff with the rear wheel (spinning it, sliding it…) just like you would with a regular dirt bike, but, of course, within reason. It’s still a big bike that lacks knobbies. Suspension soaks up the bumps and ruts very well, but the chain rattles irritatingly loud on the guide as you jiggle your way down the road.

The Super Adventure is built like a tank and seems very durable. It comes fitted with crash bars that seem to work. I saw a 1290 Super Adventure that had recently been thrown down the highway at 60 mph and the tank wasn’t even dented! On our bike, nothing broke and the Continental Trail Attack 2 tires seemed to wear well. The only hint of a mechanic glitch I experienced with the bike was a sticky control-mode button.

Breaking Up

I was sad to see the Super Adventure go back to its rightful owners. I had grown way too attached to it during my three-month relationship with it. That’ll happen when you meet the perfect motorcycle—or at least for me the perfect street bike that can be taken off road. The KTM 1290 Super Adventure is simply an amazing motorcycle. It has an amazing motor and, overall, does amazing things, both on and off the road. If I was looking for something like the 1290 Super Adventure that was maybe a bit more off-roady, I wouldn’t have to look far, because I’d consider the lighter and more maneuverable KTM 1190 Adventure R that has a smaller fuel tank, but, really, the 1290 Super Adventure is an incredible motorcycle overall. Yes, it’s pricey at $20,499, but the sting of writing that check will quickly go away.