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Although the bulk of allroad riders are not likely to seek out dirt roads, it is of course possible to leave the beaten track behind. Especially if you have a KTM Adventure under your butt. But, does it matter to embark on the unknown adventure with the latest 890 Adventure R or can you still have enough fun with an "oldie" like the 990 Adventure? We found out, together with Dakar rider Mirjam Pol.
The van doors are slammed open and with a smooth motion, ChromeBurner employee Mark van der Mierden lets the brand-new KTM 890 Adventure R roll off the ride board. Even before the allroad can rest on its side stand, Mirjam Pol is already taking it for a spin. She is curious about this Austrian, because it is obvious from everything that it must be suitable for off-road riding. And yes, then you have Pol's attention right away. This is not surprising when you know that she is the only Dutch rider who drove the Dakar Rally on a motorcycle, was the winner of the women's classification in 2009 and managed to repeat the feat with her participation this year. And oh yes, 'coincidentally' she also became the winner of the FIM Baja World Cup among women last year.
So you don't have to explain to Mirjam Pol how to handle an offroad motorcycle, but she still has the necessary questions when she sees the 890 Adventure R in front of her. After all, she is not used to riding street bikes that have the necessary capabilities in them to take on unpaved terrain. She normally only throttles rally, cross and enduro bikes. The biggest difference is discovered right away, together with her partner in crime for the day. Next to the Dakar rider is Kevin, marketer at ChromeBurner and the proud owner of the KTM 990 Adventure in this equation. He explains the various menus on the 5-inch TFT display to Pol about the electronics present on this 2021 model. "Actually, there is everything on it. Traction control, cruise control, different mappings and of course ABS."
Despite the full explanation of the electronics present, Mirjam quickly concludes that even before she has driven her first meters, she wants to turn off most of the aids immediately. "I'm used to driving without them, so I prefer that now. In the sand I have more control over the bike then anyway." Although she herself does not have many electronics on her Dakar bike (a Husqvarna FR 450 Rally to be exact), that does not mean she is a fierce opponent of electronic aids. Quite the contrary, in fact. "I think it's only good that this kind of motorcycle is equipped with the necessary electronics. On the street, it can really add value if you have to brake very suddenly, for example. Normally your front wheel would slip and now you still stay upright. That, of course, makes a world of difference." Slowly, by the way, electronics are also starting to find their way into off-road competition, Pol knows. Honda in particular, for example, is well advanced in that area. "Only it remains tricky, because you really have to get quite an advantage out of it. If you don't, then it's just a risk. More electronics automatically means more chance of malfunctions. And that's exactly something you want to avoid in motorsport." So with the electronics turned off, Mirjam Pol prepares to put the KTM into first gear. It's time to see if this 890 Adventure R can impress its rider. Right away it is clear that Pol does indeed not want any intervention from the ECU at the rear wheel, as it is soon searching for the necessary grip. While spinning, she shoots forward and tries to put the necessary horsepower from the 889 cc parallel-twin to work.
That proves to be a fairly easy task, considering that with 105 hp, there is plenty of power hidden in the Austrian powerplant. Add to that a maximum torque of 100 Nm and you know you never have to worry about things getting boring aboard this KTM. A short distance away, Kevin follows Mirjam's lead, and even though he's on a 990 Adventure that's over a decade older, he has little trouble keeping pace. Strange isn't it, since both KTMs don't appear to be far apart. At least, in terms of theoretical figures that is. The second generation of the Adventure (KTM started this allroad line in 2003), with its delicious 75-degree V-twin, also puts out a good 105 horsepower and 100 newton meters. Although the numbers are the same, the feeling turns out to be quite different. That is the obvious conclusion when both riders have switched KTMs. Mirjam: "You really receive a totally different riding experience, purely due to the difference in character. With the 890 you really have to rev a bit more to find the right torque. With the 990 Adventure you find that much sooner. There it is at the bottom and so you have a lot of power quickly. I find that more pleasant to ride, but it can also surprise you faster. Perhaps that was KTM's intention to make the 890 Adventure more suitable for people who have less offroad experience. If the power is a little higher in the revs, you don't have to struggle right away when you open the throttle."
Kevin clearly agrees with the nine-time Dakar participant. The owner of the KTM 990 Adventure points out another obvious difference between these two brethren. "My own bike seems to be a bit higher on its legs than the 890, but that could also be due to the saddle. The 990's slopes a bit on the sides, while the 890 remains flat and level." Mirjam adds: "I always stand on the bike a lot, and in that too they differ in terms of the posture you then have to adopt. The 890 Adventure R is a bit narrower, making it easier to clamp the bike. That's nice, but on the other hand, you stand a little finer on the 990. By the width you need a little more o-legs, but it does feel more comfortable. You really stand up straight, whereas on the 890 you have to lean forward a bit more." After discussing the initial conclusions, it's time to cover some more miles on these forest trails. Kevin is happy to follow Miriam nicely, because very often you don't get the chance to use a Dakar rider's chosen driving lines. In a tight right turn, the 990 Adventure's front wheel briefly slips, but corrects things correctly. It's the cue to take another break. While the KTMs wet their throats, Kevin and Mirjam have space to discuss these two allroads some more. "Quite honestly, I didn't expect to like that 990," Mirjam Pol reveals. "It looks so big and clunky, but I sat on it ... It actually felt more than fine. The 990 is much more close to my own rally bike." There's little to say about the WP suspension, although the 890 Adventure R has a lot harder suspension. "It's pretty flat here and the question is how the 990 will react when we encounter some more bumps and holes. As long as it doesn't sag, it's not a disaster that it's sprung a little softer."
As the deep Akrapovic sound of the 990 Adventure resounds again, it is clear that the break is definitely over. Miriam and Kevin are clearly not done with this comparison. Although they could probably have drawn a final conclusion long ago, it's just fun to race along the forest trails for a while longer. There is no one around here either, so an extra lap can't hurt. After a while, both KTMs are thanked for their services and it's time to put the 890 Adventure R back in the van. Kevin, meanwhile, prepares to take his 990 Adventure home, but of course, first of all, a final note is made. Kevin does have something to say about the braking of the latest Adventure offspring, equipped with radially mounted four-piston calipers. "In that respect, you notice that the 990 is a few years older anyway. The brakes on this new KTM give a much better braking feel," he concluded. Mirjam also has her final conclusion clear, after a day of playing with these two KTM allroads. "It's actually quite a tricky comparison. They both carry the Adventure name, but they are really totally different. Surely you're dealing with a small generation gap here. Look, an 890 Adventure R like this looks really great, of course. It's a cool machine to look at and it rides just fine, too. Especially for the novice off-road rider, it is a fine bike to learn the ropes, thanks to the friendlier nature of the engine and all the electronics present. On the other hand, the 990 Adventure also surprised me in several ways. I didn't expect it to ride so finely. It reminds me much more of my own rally bike, so I'm more inclined to get on the 990." Kevin agrees with satisfaction, as owner of the 2009 model used in the comparison here. "It makes a lot of sense, of course, but the price tag of a second-hand 990 is a lot more favorable. So if you are not in the market for a new 890 Adventure R, there is a more than excellent alternative available."
Engine 889cc, paralleltwin, DOHC
Power 105 hp @ 8000 rpm
Torque 100 Nm @ 6500 rpm
Transmission 6 gears, chain-drive
Frame Chrome molybdenum tubular frame
Suspension front 48mm WP XPLOR USD, 240mm suspension
Suspension back WP XACT PDS monoshock, 240mm suspension
Brakes front Radial, 4 pistons, Brembo, 2x 320mm disc
Tank volume 20 L
Seat higth 880 mm
Weight 195 kg
Engine 999cc, 75° V-twin, DOHC
Power 105 hp @ 8500 rpm*
Torque 100 Nm @ 6750 rpm
Suspension front 48mm WP USD, 190mm suspension
Suspension back WP PDS monoshock, 190mm suspension
Brakes front Axial, 2 pistons, Brembo, 2x 300mm disc
Tank volume 22 L
Seat higth 860 mm
Weight 209 kg