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2022 KTM 1290 Super Adventure S Review | Living with a Radar-Assisted Missile

With its radar-assisted cruise control and LC8 V-Twin, we test the KTM 1290 Super Adventure S. It’s an absolute missile!

VISORDOWN’S Alex did the double this winter, completing tests on both of the KTM 1290 Super Adventure machines. His ‘1290 double’ saw him riding both KTM 1290 Super Adventure S and rally-ready Super Adventure R versions, both models handily fitted with that luscious LC8 V-Twin, plus this S model with the radar-assisted cruise control.

Serving as an update to Toad's launch ride review , it was my turn in the saddle for a 'living with' review of the 1290 Super Adventure S.

After seriously enjoying a couple of weeks with the off-road biased brother, the 2021 KTM 1290 Super Adventure R , it was time to try out the road-focused ‘S’ model - complete with 2021 updates to the 1301cc LC8 V-twin motor, new semi-active electronic suspension, a wealth of tweaks and changes, and of course the radar-assist cruise control.

KTM 1290 Super Adventure S Price & Availability

Initially released in 2021, the KTM 1290 Super Adventure S was initially priced in at £14,999 - though a recent 2023 announcement has superseded this edition with a further few updates and a price bump to £16,699. That’s not to say this 2021 model year is now irrelevant, as dealerships may be looking to flog these ‘older’ models with much of the same gadgetry for a bargain basement price. 

Some comments on social media mentioned the ugly faceplate, though I think that’s entirely subjective - as I don’t think it’s too bad! Beauty in the eye of the beholder and all that.

KTM 1290 Super Adventure S Engine

If you haven’t ridden with the 1301cc LC8 V-Twin yet, you simply have to try it out. It’s an outrageous bit of kit, with an immense amount of torque all over the rev range, and at any speed. Get it into the sportiest rider mode with full access to the 160 bhp and 138Nm (101lb-ft) of torque on offer, and you’ll be hurtling towards the horizon before you know it. 

For 2021, the LC8 has been reworked to shed 1.6kg thanks to thinner engine cases, new pistons and a new oil circuit, updates to the PANKL Quickshifter+ gear mechanism, and exhaust upgrades to round off a host of mechanical tweaks and changes.

The quickshifter+ works nicely up & down over the 6 gears, though I found the positioning of the lever requiring a really positive kick up/down to fully engage the next gear - this could be down to the peg position, which keeps your boots tucked beneath you. The PASC slip & assist clutch did work very nicely, too, with a surprisingly light clutch feel.

Factor in the immense suite of electronic aids (lean-sensitive traction control with wheel slip and pitch angle controllers, Bosch Motorcycle Stability Control with cornering ABS & off-road ABS, plus Motor Slip Regulation) and you’re staring a seriously electronic transformer in the face, egging you on to make the most of the motor depending on how you want to ride.

I had an incredible amount of fun with this bike, and it’s just as good for touring miles two-up with luggage as it is for getting a bit silly on the local backroads. Simply put, the KTM 1290 Super Adventure S is a very versatile option for the adventure tourer who wants a bit of action as well.

Ride to Motorcycle Live - Taste of Touring

With the bike delivered down to me, after a few local spins, my full ‘debut tour’ was penned in as Motorcycle Live 2022 at the National Exhibition Centre in Birmingham - giving me circa 300 miles to get to grips with how the Super Adventure S would fair in its natural habitat; the motorway.

Primarily I was looking to suss out the radar-assist adaptive cruise control, and having used it before on a few other models, it was time to see how the Austrians think it should be done.

Assisted cruise is a contentious topic, but I think it’s a hugely useful tool. We all know about the cars that can’t quite figure out what speed they want to go on faster stretches of road, and that’s where this system comes in to assist you keeping a consistent pace with little to no hassle. Hugely beneficial to make some of those tiring long distance slogs a little less fatiguing.

It works well as an assistance tool, but I’d certainly recommend not placing your entire ride in its hands. When setting the follow distance setting from very close to very far (and anywhere in between) I found it to be very accurate, and it’ll smoothly slow and speed you up to the vehicle in front. It’ll track bikes too, and around bends it will smartly keep an eye on the vehicle ahead in your lane around a slight bend. Engineering wizardry at its finest.

It’s key to stay focused here, as it’s worrying how easy adaptive cruise accompanies your ride to remove some of the tiring elements of the process. You’re almost lulled into a false sense of security, so it’s vital you stay switched on and not get complacent with any sudden developments around you - naturally. You can also set it to ‘comfort’ or ‘sport’ (or off, where it’s a normal cruise control) where it’ll adjust your acceleration and deceleration accordingly. But why you’d want to ‘sportily’ match the speed of the car ‘very close’ in front is peculiar, if not just to feel the cruise control work faster.

Outside of that, the KTM 1290 Super Adventure S  is superb for touring - if you can get on it. Seat height is an adjustable 849-869mm (with lower seats in the accessories catalogue), it’s a fairly weighty 220 kg dry, and it’s a tall beast. For a 6’3” rider it’s perfect. For anyone shorter than 6’, you’ll need to make sure your feet can touch the ground.

The large 23-litre tank will happily return 200 miles between fill-ups, and I tended to float around the 50-53 mpg mark depending on how much of the LC8 I wanted to engage.

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KTM 1290 Super Adventure S Frame, Suspension, Brakes

With a chassis overhaul for 2021, the KTM engineers have tweaked weight distribution with a shorter chassis, new subframe & longer swingarm. Cornering feels sharp and consistent, thanks in part to moving the steering head back by 15 mm and re-locating the front section of the engine.

It’s a powder-coated Chromium-Molybdenum-Steel trellis frame, with an aluminium swinging arm, and is paired with the superb WP Apex semi-active suspension. It also has the trick ‘Suspension Pro’ package, meaning you can dive into the settings to tweak individual damping for the fork and the shock, plus automatic preload adjustment and an on/off-road Anti Dive settings.

Suspension travel is 200mm & 220mm front/rear, and I found the 48mm forks giving the front end a remarkably composed character when moving. It really can be sharp into corners, giving you the perfect feedback mid-corner for an ‘on rails’ feel which you’d never expect for such a large machine. 

Braking power is in the hands of Brembo, with 4-piston radially mounted front calipers on twin 320mm discs up front, and 2-piston fixed caliper on the rear 300mm disc. Impressive on the brakes, and paired to the suspension setup and anti-dive settings, you have complete faith in the performance.

I’d say the KTM 1290 Super Adventure S is a complete package here, and again, for a fairly hefty bike it seems to outperform riding performance of other comparable tourers in all departments - if you can get on the thing!

KTM 1290 Super Adventure S Tech features

KTM is known to provide a tasty tech offering, and it’s no different here. A wealth of rider modes, rider assists and other electronic trickery (smartphone pairing for one) are all tucked away in the new flashy 7” TFT display, which can be set to automatically switch between night & day modes depending on the ambient lighting.

As mentioned already, you have the semi-active suspension, 6-axis IMU with lean-angle sensitive traction control and Bosch cornering ABS, motor slip control, and adaptive cruise. It really does have it all, though this does mean you have the potential to fiddle away with rider settings via the lovely new switchgear for far too long. Or not long enough, if that’s what you’re into.

Smartphone integration is possible, though it does mean that classic 15 minutes spent wondering why it won’t just connect instantly - and though there is a little compartment for gadgets up front (with USB within), my iPhone 12 pro max didn’t fit in there, and it’s not lockable. So I tended to just chuck the keyless ignition key and a Mars bar in there while out for a ride.

Whether you’re in the camp of ‘there’s too much tech getting in the way’ or ‘give me all the electronic assists’, KTM tend to be at the forefront of the rider tech debate - with the option to ‘unlock’ features at any stage of ownership - including the optional Suspension Pro, Rally Pack & Tech Pack.

Nonetheless, the electronic suite here as standard is superb, really adding to the ride. There are plenty of options for accessories, too - so you can spec up your dream touring machine if you want more.

What we like & dislike about the KTM 1290 Super Adventure S

What we like.

• Outstanding LC8 V-twin motor
• Rider tech galore
• Genuine all-round tourer

What We Dislike

• Give me heated grips as standard!
• Very tall, could be troublesome for shorter riders
• Rumours of iffy reliability may cloud a purchase decision - needs a long-term test!

KTM 1290 Super Adventure S Verdict

Adventure bikes are best when they can do it all, especially for taller riders. Where you may be after a long-distance tourer that can also let its hair down, this could be well worth a look. 

But either way, for around £14,999 this is a stunning option for a taller adventure rider. Style, attitude, ability - I’d say this has it all. It ended as one of my stand-out motorcycles for 2022, and I’d certainly recommend anyone to try it out - if you can get on the saddle!

Big thanks to KTM, head to their website for more information (and to see if you think it’s worth paying £1,500 more for the 2023 model, or this 2021 edition). As of writing, KTM is offering an additional year of warranty (taking the tally to 3 years) for new 2023 financed models purchased new.

KTM 1290 Super Adventure S Video Review

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2022 KTM 1290 Super Adventure R | Review

King of the Mountain

Sometimes there is a recognizable moment when you click with a motorcycle. That moment didn’t happen right away on the 2022 KTM 1290 Super Adventure R . It happened after we had already completed two days of testing and photography, burned 18 gallons of premium fuel, and redlined the KTM on Jett Tuning’s dyno.

That moment came on a Saturday, when I was out on a solo ride, winding my way through Los Padres National Forest on State Route 33. The 33 passes within earshot of my house, but it doesn’t get good for another 13 miles, when it starts to slither through a canyon carved by the Ventura River and enters Wheeler Gorge, which is so narrow that three tunnels had to be blasted through the rock to build the road. After climbing out of the gorge and passing a campground, Route 33 curves left in a big sweeper that’s like passing a bright-red neon sign that says GO FOR IT!

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It was a cold, gray morning – just 43 degrees, according to the KTM’s temperature gauge. My fingers ached and I wished the bike had heated grips, but the engine and tires were up to temp. I thumbed a few buttons to switch from Street to Sport mode, gave the throttle a good twist, and felt the 1290 lunge forward.

Following the big sweeper is a series of constant-radius corners – right, left, right, left, right, left – that are like a racetrack with smooth pavement and familiar curves. I quickshifted down a couple gears, adjusted both body and throttle, and looked far ahead to each corner exit. As the last one opened onto a long straight, I gave it the whip. The big blocks of the Bridgestone Battlax Adventurecross AX41 tires squirmed as they found grip and the TC light flashed to let me know the electronics had things under control.

That was the moment. That was when a mix of satisfaction and heightened awareness combined into a mischievous smile that no one could see. When I realized that this – this right here – is what it’s all about.

Strong Bones

KTM’s 1290 Super Adventure platform includes two models: the street-focused 1290 Super Adventure S, which we tested a few years ago , and the off-road-ready R you see here. Both are built around the 1,301cc LC8 V-Twin, a versatile, powerful engine that’s also found in the 1290 Super Duke R naked bike.

Refined over many years, the LC8 has been further updated to reduce weight and improve performance. Thinner crank-case walls and other internal changes shed 3.5 pounds of weight. Revised oil routing reduces friction losses, while new ignition coils and a centralized spark plug improve combustion. A new cooling system uses dual radiators to better dissipate engine heat. A revised and repositioned airbox allows the ram air intakes to work more efficiently. In front of the fuel tank is a new storage compartment, which can be removed by taking out four screws to easily access a new air filter with vertical ribs that help direct dust and dirt to the bottom of the airbox. A new Euro 5-compliant exhaust system has two headers, two catalytic converters, and three sensors, and a revised stainless-steel silencer reduces exhaust noise.

The 6-speed Pankl transmission has been reworked to provide shorter shifting action and smoother, faster gear changes, especially when using the optional quickshifter. The shift drum, now made of aluminum rather than steel, is lighter and machined with more precision. A new bronze coating on the shift forks reduces abrasion compared to the hard-chromed parts on previous models. New friction plates help the slip/assist clutch disengage easier at low speeds.

Holding the LC8 in place is a chromoly-steel trellis frame that uses the engine as a stressed member of the chassis. To improve weight distribution and agility, the steering head was moved back 15mm, the engine mounts were relocated, and the aluminum subframe was redesigned. A longer cast-aluminum swingarm, which has an open-lattice design to minimize weight, improves stability during acceleration.

Zeros and Ones

We’re living in the digital age, and nearly every top-tier motorcycle has electronic features that allow the riding experience to be customized and enhanced. Equipped with throttle-by-wire and a new 6-axis IMU, the 1290 SA-R has ride modes (Sport, Street, Rain, and Off-road), dual-mode ABS (Road and Off-road), KTM’s Motorcycle Stability Control system, and cornering lights. The ride modes adjust engine output, throttle response, and lean-angle-sensitive traction control.

In full-power Sport mode, the 1290 produced 126 hp at 9,100 rpm and 88 lb-ft of torque at 8,000 rpm at the rear wheel on Jett Tuning’s dyno. Street mode offers the same level of power with less direct throttle response and more TC intervention. In limited-power Off-road mode, it made 81 horsepower at 6,600 rpm and 62 lb-ft of torque at 6,900 rpm. Rain mode offers the same power with softer throttle response and maximum TC intervention, whereas Off-road mode allows the greatest amount of rear-wheel spin among the four modes. (These dyno figures are down a few points because the knobby tread of the 40% on-road/60% off-road Bridgestone AX41 rear tire does not hook up as well as a more street-biased tire on a dyno’s rear drum.)

Our test bike was equipped with the optional Tech Pack ($749.99), which adds Rally mode, motor-slip regulation, hill-hold control, and the up/down Quickshifter+. Intended for aggressive off-road riding, Rally mode delivers full power and 1:1 throttle response, or it can be customized with maps from other ride modes. It also allows rear-wheel slip to be adjusted (levels 1-9) on the fly using up (+) and down (-) buttons on the left switchgear. The same buttons are used to set, resume, and adjust speed for cruise control, which is standard.

Rally mode also activates a special screen on the new, larger 7-inch color TFT display that shows slip level and gear position in extra-large numerals. On the TFT’s default and sub-menu screens, the information is shown using bold, vivid fonts and graphics. The angle of the TFT display can be adjusted, and the surface is scratch- and glare-resistant. It’s easy to read even in bright sunlight, and the background color automatically changes from white to black in low-light situations. KTM has always had an intuitive menu system, and it is now even easier to use, aided by redesigned switches.

Greg’s Gear: Helmet: Fly Racing Odyssey Adventure Modular Jacket and Pants: Fly Racing Terra Trek Gloves: Alpinestars Patro Gore-Tex Boots: Forma Adventure

Bluetooth connectivity is available via the KTM MY RIDE smartphone app, which will display turn-by-turn navigation, mu-sic, and incoming calls on the TFT. The storage compartment in front of the fuel tank is waterproof and has a USB charging port, though it cannot be locked. KTM’s keyless Race On system, which uses a remote fob to turn on the bike, lock/unlock the steering, and open the gas cap, offers extra security with a new Anti-Relay Attack mode.

Heading for the Hills

The 1290 Super Adventure R is KTM’s top-dog ADV for the dirt, but like any adventure bike in the open-class segment, most of its miles will be logged on pavement. That’s why it has Sport, Street, and Rain ride modes, a Road ABS mode, cruise control, and removable rubber inserts in its cleated footpegs. Although the new Bridgestone AX41 tires have an off-road bias, the big-block tread rolls smoothly on the road with minimal noise and provides decent cornering grip.

With photographer Kevin Wing on my six, we rode more than 200 paved miles to reach Lone Pine, a high-desert town that sits at 3,700 feet in California’s Owens River valley. A few miles to the west, the Sierra Nevada range forms a jagged wall that towers more than 10,000 feet above the valley floor. On a clear day, standing just about anywhere in Lone Pine provides an unobstructed view of 14,505-foot Mount Whitney, the highest peak in the lower 48 states.

We were battered by severe headwinds on the ride to Lone Pine. The KTM’s short, rally-style windscreen, which can be hand-adjusted up a couple inches, provides only modest wind protection. Handguards are standard, and the lower pods of the horseshoe-shaped fuel tank (a design also used on the 890 Adventure ) provides some lower body protection. Wrapped around the new tank is fresh bodywork with large exit vents for the dual radiators. With most of the fuel located in the pods on either side of the engine, the upper tank area was made slimmer to facilitate stand-up riding.

The two-up seat was also redesigned. It has firm, supportive padding and grippy cover material, and the height of the pi-lot’s portion was lowered from 35 to 34.6 inches. Behind the pillion seat is a sturdy aluminum luggage rack with integrated passenger grab handles. The rack provided a convenient place to mount Nelson-Rigg’s 30-liter Hurricane Waterproof Backpack/Tail Pack to carry my gear.

As with many full-size adventure bikes, the KTM has a spacious cockpit with an upright seating position, generous legroom, and a comfortable reach to its wide, tapered aluminum handlebar. Seat height is fixed, but handlebar position, clutch and brake lever reach, and gear shifter and brake pedal height can all be adjusted to suit different riders.

Gettin’ Dirty

In the rolling foothills between Lone Pine and the Sierra Nevada lay the Alabama Hills, a group of rock formations that for many years has been a popular filming location for westerns and other movies. The area is crisscrossed with sandy roads and trails, making it an ideal place to evaluate the 1290’s off-road chops. Before leaving the pavement, I aired down the AX41 tires from the recommended 35/42 psi to 30 psi at both ends for better traction. The TFT’s bike info screen shows a schematic of the 1290, and at the lower pressure the wheels changed from green to red and the tire-pressure-monitoring system issued a warning (which can be cleared by pressing a button). To maximize off-road capability as well as tire choices, the 1290 has a 21-inch front and 18-inch rear wheelset. Spoked aluminum rims are made by Alpina, and they have an O-ring seal system that accommodates tubeless tires.

Riding an adventure bike off-road, especially a powerful one that weighs 539 pounds, comes with abuse. Tubular-steel lower crash bars and a big skid plate are standard equipment, as are a centerstand and integrated mounts for optional saddlebags. The 1290’s greatest asset for off-road riding is its WP XPLOR suspension, which was originally developed for and is still used on KTM’s EXC enduro models. The fully adjustable setup offers 8.7 inches of travel at both ends (ground clearance is 9.5 inches). The 48mm inverted fork has compression in the right leg and rebound in the left, both easily adjustable with dials on the fork caps. Out back, a PDS (Progressive Damping System) monoshock offers both low- and high-speed compression, rebound, and a remote preload adjuster. Damping settings were revised to provide greater control, and the rear shock now offers more bottoming resistance.

The high-quality suspension is incredibly forgiving. It compensates for mistakes and minimizes drama, absorbing hits big and small to keep the chassis from getting out of shape. The 1290 also has a steering damper made by WP, which helps keep front wheel deflections from becoming white-knuckle headshakes. When riding a big ADV off-road, it pays to be judicious with line choice, but soft sand, ruts, and other obstacles often have other plans. Time and again, the 1290 allowed for corrections to be made or dealt with the unexpected in a way that translated into trust and confidence.

On one long stretch of two-track in the Carrizo Plain National Monument, I was up on the pegs and humming along at speed when the road beneath me suddenly disappeared. A small gully had snuck up on me, and I launched off the lip and landed hard on the opposite face. The suspension fully compressed but didn’t bottom out abruptly, and the bike stayed on course. I was chastened by my oversight but relieved by the outcome.

The 1290’s Off-road and Rally ride modes, especially the latter’s adjustability for throttle response and rear-wheel spin (it also turns off wheelie control), allow the engine’s power to be tailored to conditions. With a linear power curve and a flat torque spread, it’s easy to dial in just what you need for big powerslides or to slowly navigate a tricky rock garden. The slip/assist clutch provides good feel at the lever, the quickshifter simplifies gear changes, and the Off-road ABS allows the rear wheel to be locked up as needed.

Destination Unknown

As good as the 1290 Super Adventure R is off-road, it’s also highly capable and an absolute blast to ride on paved backroads. Those who don’t plan to do much off-road exploring will get more mileage and better grip out of a set of 90/10 adventure tires, but the 40/60 Bridgestones allow deep lean angles and provide good straight-line stability.

The appeal of adventure bikes is their ability to do it all. You could mount luggage on the 1290 and ride solo or with a passenger to the nearest campground or clear across the country. Its 6.1-gallon tank encourages long rides between fuel stops. Over the course of our 1,000-mile test, we averaged 36.4 mpg and 222 miles of range. With headwinds on the free-way and aggressive on- and off-road riding, fuel economy dipped as low as 30 mpg (184 miles). In mellower conditions, we got 44.3 mpg (271 miles).

Once you arrive at your destination, you can drop the luggage and explore what begins when the pavement ends. No, you can’t ride a big ADV like it’s a dual-sport. But with a little restraint and sound judgment, the 1290 Super Adventure R can take you to places well off the beaten path. There are more than one million miles of unpaved roads in this country and millions more beyond our borders. What are you waiting for?

2022 KTM 1290 SUPER ADVENTURE R SPECS

Base Price: $19,499 Price as Tested: $20,249 (Tech Pack) Warranty: 1 yr., 12,000 miles Website: ktm.com ENGINE Type: Liquid-cooled, transverse 75-degree V-Twin, DOHC w/ 4 valves per cyl. Displacement: 1,301cc Bore x Stroke: 108 x 71mm Compression Ratio: 13.1:1 Valve Insp. Interval: 18,600 miles Fuel Delivery: Keihin EFI w/ 52mm throttle bodies x 2 Lubrication System: Dry sump, 3.8 qt. cap. Transmission: 6-speed, hydraulically actuated slip/assist wet clutch Final Drive: X-ring chain CHASSIS Frame: Chromoly steel trellis w/ engine as stressed member, aluminum subframe & cast aluminum swingarm Wheelbase: 61.3 in. Rake/Trail: 25.3 degrees/4.4 in. Seat Height: 34.6 in. Suspension, Front: 48mm inverted fork, fully adj. w/ 8.7 in. travel Rear: Single PDS shock, fully adj. w/ 8.7 in. travel Brakes, Front: Dual 320mm floating discs w/ 4-piston radial calipers & ABS Rear: Single 267mm floating disc w/ 2-piston caliper & ABS Wheels, Front: Spoked tubeless, 2.50 x 21 in. Rear: Spoked tubeless, 4.25 x 18 in. Tires, Front: 90/90-21 Rear: 150/70-18 Wet Weight: 539 lbs. Load Capacity: 453 lbs. GVWR: 992 lbs. PERFORMANCE Horsepower: 126.4 hp @ 9,100 rpm (rear-wheel dyno, Sport mode) Torque: 87.7 lb-ft @ 8,000 rpm (rear-wheel dyno, Sport mode) Fuel Capacity: 6.1 gals. Fuel Consumption: 36.4 mpg Estimated Range: 222 miles

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Not a fan of Alpina wheels. Take one point of failure and introduce another 80 with the potential of airleaks at all the spokes. Had them one bike. The rear wheel had three leaky spokes inside of four years.

Wow 126 horsepower is quite a bit less than claimed. But all these bikes are testing out like that they need to change what they claim.

Manufacturers’ horsepower and torque claims are measured at the crankshaft, not the rear-wheel. We have motorcycles dyno tested on a Dynojet dynamometer that measures horsepower and torque at the rear wheel. Drivetrain losses (transmission, clutch, final drive, etc.) reduce power at the rear wheel by 10-20%, depending on the specific model. Since KTM claims 160 hp at the crank, we can expect 128-144 hp at the rear wheel. As we noted in this review, “These dyno figures are down a few points because the knobby tread of the 40% on-road/60% off-road Bridgestone AX41 rear tire does not hook up as well as a more street-biased tire on a dyno’s rear drum.” So the 126 hp figure we recorded is on target.

you are correct, everyone else is wrong. bikes are dyno’ing WAY less than claimed. 10-11% is the typical drivetrain losses, ie a 200hp crank bike should and does dyno approx 178-180hp.

I too think the 1290 SAR makes way less horsepower than claimed – I race my brother’s 890 regularly full throttle from standstill to TMAX on my 2021 1290 SAR – up to 100mph there’s very little in it, the 1290 pulls on it – but doesn’t drop it until you’re past 100mph. Okay it’s heavier but there’s no way it has 40-45 more bhp – more like 20. 130 at the rear wheel sounds and feels about right. When we swap bikes the result is the same, so it’s not a rider issue! The 890 stops accelerating at 130mph – the 1290 at 145. Electronically limited me thinks.

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KTM 1290 SUPER ADVENTURE S (2021 - on) Review

• Powerful and torquey LC8 V-twin engine
• Cutting-edge tech including radar cruise control
• Latest WP electronic suspension

At a glance

Overall rating.

KTM have taken an angle grinder to their 1290 Super Adventure S and hacked away at the previous model, resulting in a super naked that is very different.

The only things that remain the same are the wheels, brakes and a handful of screws. Among other chassis mods the revised frame is shorter so the centre of gravity is lower. The effect is noticeable stability and effortless use.

Ergonomics honed around the three-part 23-litre tank deepens the connection with the road. It may not look it - being somewhat bulbous at the front - but the KTM is an engineering feat of balance and is reassuringly composed.

KTM have thrown a lot of thoughtful details at the Super Adventure. The seat can be switched between two heights, the screen raised and lowered with two lateral wheels, the air filter is a cinch to access and the storage top box won’t fit a large smartphone but is an apt home for the new remote, secure key system.

This bike replaced the 2017-2020 KTM 1290 Super Adventure S.

Additional reporting by Jordan Gibbons and Adam Wheeler

Ride quality & brakes

Europe’s largest manufacturer are also masters of deception. A naked bike like the feistier KTM 1290 Super Duke R is marketed as the ‘Beast’ but can be as docile as a kitten.

The 2021 KTM 1290 Super Adventure is a hulk of an adventure/tourer but glided and swept around rain-sodden roads on its launch in Fuerteventura like one of the smaller, nimble Dukes the firm is rightly so proud of. The torquey twin has a stack of enticing technical features to-boot.

WP’s latest suspension tech on KTM 1290 Super Adventure

The Super Adventure S has WP’s latest semi-active forks, which, thanks to a new brain, are claimed to offer better response to inputs. That means they are quicker at making changes to the damping.

One of their most interesting bits of tech is an anti-dive function (that can be turned off, if desired). The idea is that when you apply the brakes, the computer senses this and is able to resist the dive. But how does it do it – and why?

First up, some basic physics. When you apply the brakes, the bike continues trying to go forwards. As this happens weight transfers towards the front wheel, which is the part of the bike trying to slow down.

This increase in weight at the front-end causes the forks to compress. In some ways this is a good thing: the extra weight on the front wheel increases traction, so you can continue braking harder and slow down faster.

It has some disadvantages too: the rear wheel goes light and under very extreme weight transfer the fork’s suspension travel can be reduced considerably. This means that should you encounter a bump while the forks are compressed, they’re less able to deal with it, which could end in a calamity.

To help solve this, engineers have come up with all sorts of anti-dive solutions over the years but if you’ve had a bad experience in the past don’t let it put you off this new system that is worlds apart.

All anti-dive functions work on helping the forks resist the forces that make them want to compress. Forks already have compression damping, which works by restricting the flow of oil from one chamber to another, helping to slow the speed that the forks compress.

In early anti-dive systems engineers rigged up extra hydraulics, so that when the brake was applied pressure from extra oil at the bottom of the fork stopped the forks compressing. This brought with it other issues – under hard braking the compression damping could get so high that the forks locked solid.

In KTM’s semi-active system, when the computer senses the front brake being applied, it can quickly close magnetic valves in the fork, restricting the flow of oil, and thus resisting the dive.

Not only does this system mean the fork can increase compression damping quickly and accurately, it also means that if the fork senses a bump the damping can be reduced by the computer without upsetting the front wheel. Nifty eh?

The LC8 motor has propelled the Super Duke for a number of years and KTM claim it carries the best power-to-weight ratio on the market.

Now Euro5 ready and still boasting floods of torque, KTM Head of Product Management, Adriaan Sinke was not exaggerating when he stated: "It’s a super-exciting engine: it pulls you out of every corner."

Each cylinder now has its own radiator and air ducts that fan some of the oppressive engine heat out and away from the rider, although it was hard to tell through the wet and wind on the island.

Back in the UK this bike remains an exciting thing with monster power.

Reliability & build quality

It's not a great story when you start delving into the reliability of the KTM 1290 Super Adventure. Two owners report serious enough problems to award it a one-star review. There doesn't seem to be a prevailing single issue as much as several, concerning both electrical and mechanical parts.

MCN owners’ reviews of other 1290 models reveal a few grumbles and our on KTM 1290 Super Duke GT long-term test and Super Duke R Evo long-term test bikes have been back to KTM a number of times with various faults, both electrical and mechanical.

Think very carefully about an extended warranty...

Value vs rivals

The KTM 1290 Super Adventure S counts on a thrilling heart – thanks to the Super Duke-derived firepower - and playful versatility in its soul. The standard model is competitively priced at a pound shy of £15,000 but many true adventurers will be tempted by the various add-ons and the Quickshifter+ already starts to push up the numbers.

It’ll cost marginally more than a stock GS, Triumph and Honda but less than a Ducati Multistrada V4. However, the 1290 Super Adventure S already boasts tech features that other bikes either don’t have or works out at better value when you start to upgrade the Italian or Germany machinery to match.

KTM have undoubtedly taken a significant stride in this competitive section of the market and will certainly give the Ducati Multistrada V4 and the omnipresent BMW R1250GS , to name but two of the leading choices, a run for their (not inconsiderable) money.

We've also seen spyshots suggesting that there's an updated Triumph Tiger 1200 model on the way, which will be another option to consider when it arrives.

KTM 1290 Super Adventure S vs BMW R1250GS TE

First published in MCN 28 April 2021 by Jon Urry

Considering KTM’s off-road dominance, it is a bit of surprise that ever since they entered the big adventure market in 2003 with the 950 Adventure they have been soundly thumped by BMW.

After all, BMW’s only real claim to fame with knobbly tyres is a scant few Dakar victories – which pales into insignificance compared to KTM’s record. But, of course, this also tells you a lot about just how much ‘adventuring’ most owners actually go in for.

Now it seems KTM have taken notice as the new 1290 is noticeably more road-focused than ever before, a fact highlighted by its decidedly road-patterned Mitas Terra Force-R tyres which contrast with the semi-knobbly Michelin Anakees the GS is wearing.

In a fairly substantial update for 2021, KTM’s adventurer has new ergonomics, a sportier chassis, bigger dash, revised engine, uprated semi-active WP suspension and even some new gadgetry in the shape of radar-assisted cruise control – all features that are aimed at making it more appealing to tarmac riders as if you are a fan of the rough stuff, the full-on big enduro R model is aimed at you.

So, have BMW done enough to keep the R1250GS TE on top, as it only gets a new ‘Eco’ fuel mode and angle-sensitive ABS and TC as standard new for 2021? We took both machines for a lap of the UK’s toughest road test route, the MCN250 to find out.

Straight away the KTM feels far sportier than the BMW. Where the GS has wide bars, the KTM’s are noticeably narrower and the S’s seat has less padding, while the chassis is slimmer and feels more sporty.

Taking to the road on a GS is like being reacquainted with an old friend. If you have ever ridden one you know what to expect and once you get over the initial oddity of the front-end’s lack of dive, which only takes a few miles, everything else just slips into place.

The switchgear is intuitive, the motor easy-going yet full of drive when requested, the seating position comfortable and the dash nice and clear. If you want to just get on with the job in hand, which could be anything from a quick back road blast to a tour of Europe (when allowed), the GS is ready to rock.

When I read the spec list of the 1290 Super Adventure S I really thought that it would run the R1250GS TE very close and possibly even beat it. Semi-active suspension, a great engine boasting more refinement, radar cruise control that the GS lacks and even more road-targeted tyres – but the reality is that the GS remains one step ahead.

KTMs always have a certain attitude to them – and that is reflected in the S. KTM bill it as ‘the ultimate high-performance adventure bike’ but I question if this market actually exists as if I wanted a performance-orientated tall bar bike I’d look towards the likes of the BMW superbike-engined S1000XR , Ducati's all-rounder Multistrada V4 or even the in-house rival KTM 1290 Super Duke GT or Yamaha's flat plane-cranked MT-10 .

And anyway, while performance is all well and good, what adventurers want is ease and the ability to cover miles in comfort, which the KTM frustratingly lacks.

A stiff chassis, fairly wild motor and uncompromising seat mean that you don’t want to spend too long on the S, and while the WP suspension’s tech is impressive, dash stunning and the radar cruise control very good, that’s no use if you have to stop every 150 miles to ward off aches and pains.

I know it is dull to hear but there is basically nothing I can find fault with on the GS bar the fact that in the spec tested it is a fair bit more costly than the KTM.

KTM have thrown their full technical might at the 1290 Super Adventure S. They are not the first to throw Adaptive Cruise Control on an adventure bike but the Austrian’s have made a strong push at what is a complex piece of kit.

Bolstered by a front sensor through the reformed LED headlight the application is more than just a gimmick. "We often talk about what our bikes are capable of through a mountain range… but we have to remember that first riders actually have to reach the mountain," says Sinke of the Bosch device that makes the KTM even easier to pilot.

It takes a short while to put trust in the system and let it engage the ABS to control your speed and distances but after a while you only need to worry about being in the right gear. It’s frighteningly simple and will change the way a lot of people ride.

Like many other models collaborating with electronics specialists Bosch, the bike uses a 6-axis sensor to inform Motorcycle Stability Control, traction control, Motor Slip Regulation, Cornering and Offroad ABS, a totally revised WP Semi-active Suspension system and the first Adaptive Cruise Control to grace a standard Adventure bike.

The optional extras come in the form of ‘Suspension Pro’ (£244.25) for individual damping for the forks and auto modes for preload and damping, a ‘Rally Pack’ (£174.24) for adjustable throttle response and Rally riding mode for extra off-road oomph.

The ‘Tech Pack’ brings the full monty, including the near-essential Quickshifter+ (priced separately at (£349.28) that KTM still won’t attach to their stock model bikes.

The adjustable 7” TFT with new diagram menu system is reactive, resistant and offers tablet-level clarity and the smallish storage box in front of the triple clamp won’t fit the larger iPhones but will hold the sturdy and nicely designed key. KTM’s ‘Race On’ means an Anti Relay Attack set-up for extra safety. It includes a ten-minute activation/ignition window and five minutes when the bike is stopped on the ride. Props also for the lateral screen wheels.

KTM’s PowerParts and PowerWear offer a litany of extras specifically produced for the Super Adventure S. An Akrapovic slip-on, luggage and the choice for a further eleven forms of seat are among the highlights.

You can take the Super Adventure S down a particular direction if you spec your desired bike wisely. The hard Touratech panniers and top box shown here (£1432) for example would, make big trips a breeze.

Model history & versions

Model history.

The KTM 1290 Super Adventure was first launched in 2015 based on the engine from the Super Duke R. It was updated in 2017 and split into two models, the S with a road bias and the R with more aggressive off road capability.

The Super Adventure replaced the KTM 1190 Adventure as the large-capacity globetrotter in KTM's range.

Other versions

• 2021 KTM Super Adventure R
• Pikes Peak KTM 1290 Super Adventure

MCN Long term test reports

MCN Fleet: KTM 1290 Adventure S – Arrival imminent!

To say I’m excited about the impending arrival of my longterm KTM 1290 Adventure S is an understatement. Having got up close and personal with the model at the MCN London show in February, I was seriously impressed with the look feel and the plethora of features it boasts. I’m not an overly big fan …

Owners' reviews for the KTM 1290 SUPER ADVENTURE S (2021 - on)

20 owners have reviewed their KTM 1290 SUPER ADVENTURE S (2021 - on) and rated it in a number of areas. Read what they have to say and what they like and dislike about the bike below.

Review your KTM 1290 SUPER ADVENTURE S (2021 - on)

Version: S version

Annual servicing cost: £300

Best features: - engine - breaks - electronic package Worst features: - Electronics are somehow temperamental (MTC error, Preload error, Bluetooth disconnections, keyless system)

Issues: - Misfire issue that took almost one year and 4 service intervention in order to be fixed - Wobbling at both low and high speed - Bike pulls very hard to the right no matter how straight the road is - After so many service interventions the bike has started to vibrate harder and it resonates very bad between 3000 and 5000 RPMBuild quality - Mirrors have started to rattle inside their cases (after 2000 KMs) - Left handle grip has started rotating . It feels like I have two throttle handles - Plastics look old only after one year of use (bike stays in garrage) - You have to check the bolts once in a while because the come loose.

You have to pay extra on unlocking equipment already mounted on the bike (quickshifter, riding modes etc) The tires that come with the bike are on the crappy side (no confidence at all when riding hard or on the wet)

Buying experience: I bought from a KTM dealer and all experience were good until I had the first issue, the he ditch the communication and support.

Version: Tech pack

It handles well in corners it stops/slows well inc corners it pulls very well and is quick and strong. Tech pack is good easy enough to use on the move - with care. Weather protection is good as standard. From new I haven’t liked the mechanical noise under the tank I wear ear plugs & they make it so I hear just the exhaust maybe a noisy tail pipe would cure it so I can’t hear the actual engine. From new there is a rattling at the back I am sure it’s the chain but I can’t see what’s happening other people comment on this too but experimentry having chain too tight lessons/stops it. Top box rattles an annoying amount on its mounting. Indicator switch is awkward & poor. Worst thing 110mph + bad bad wiggle progressively gets worse boarder line tank slap territory past 130mph for a while I thought it was cross winds but mates on gs’s & multi’s had no worries at same or more speed. Michelin road 6’s professionally fitted & balanced rear wheel always carefully aligned & no bad weight distribution although usually without panniers on anyway. I still really like the bike and mostly those speeds aren’t often but I have read it from other owners - needs sorting. I’d have another probs (1390) ??

The bikes great 0-100 in all types of riding no complaints

1250 gs’s & multi’s can lift front wheel off throttle no clutch whenever at will in the blink of an eye whereas the 1290 with everything switched off does but not so off the cuff so to speak , although a jab of the clutch & a blip & your up for how long is up to you.

Electronic suspension flashes up warnings and becomes unavailable in settings . Switching off leaving a few minutes sometimes sorts it but not always. Last service had a re set (Oct 23) but had to pay ! Been ok since but only done 400 ish mile since then.

1st service was approx £200 2nd £450 3rd £500 It’s done 11500 miles Service intervals are long but if you haven’t done the miles you still have to have an official stamped service annually.

Low down weight/ centre of gravity balance - it’s best feature. It has crash bars & fogs Panniers & top box for trips off. Standard silencer (which I get stick for !)

Buying experience: Dealer now closed It had £1000 off so it was like getting tech pack for free Also free ktm helmet

Annual servicing cost: £200

Bike is fantastic apart from the seat which is terrible. The warranty is a problem as the parts availability is terrible. I have been waiting for 3 months fir a clutch switch which is ridiculous. I would think twice about recommending one to someone else.

Fantastic is all I can say

Incredible, there is torque everywhere, I only need 4th and 5th gear.

It would have Ben 5 if the seat was any good.

Buying experience: Private in June 22 £14500

Superb engine, power everywhere, well balanced big bike gives confidence in the wet

Superb brakes, comfort heated Ergo seat works for me

What's not to like with 160hp on tap

Rear damper failed 4 weeks out of warranty. Other than that I'm happy with the build quality

Active cruise control works very well for me on long motorway rides

Perfectly imperfect and I can’t think of any reason to go back to a GS. Yet.

I absolutely love the semi active suspension and all of the adjustments I can make via the handlebars. If I’m in a lot of traffic, I drop the preload to its lowest setting, so my feet are close to ground, if I am touring around Europe I have it on his highest setting, so I tower above the vehicles around me and I don’t have to worry about grounding out on fast corners with all the luggage on. The brakes are superb. As you would expect, the rear is better than a lot of large Bikes I have had and I’ll definitely better than the GS are used to own.You can really make this bike shift around the corners, which relies something of such size

It’s amazing. It’s every bit as good as the reports say, if not a little bit better. The more miles I get in it, the more free it feels and there is not a BMW GS on the road I can get anywhere near it. The various settings from rain mode to Sports to Street modeare useful, and if you are in rain and using rain mode, the range from the tank is incredible

I have had a couple of niggly issues with my KTM.The first was that there was an air trap in the cooling system, which I couldn’t resolve myself, so it had to go back to the dealers where they hosted the front wheel right up in the air on the lift and this apparently freed the airlock and they topped the fluid back up. It meant that I was without my bike for a few days, but Colwyn Bay KTM came to pick the bike up, dropped off an 890 adventure and then dropped the bike back with a couple of bottles of free Motorex radiator fluid. The second was that my head stock came loose whilst on the trip around Europe.It meant that up at 50 mph I had a wobble which was not dangerous or worrying, but it was incredibly annoying. Particularly under hard acceleration and at higher speeds on the autobahn. Again, the local dealership fixed it reasonably quickly, but it did mean that I had 100 mile round trip to get it resolved. It’s a job I think I could do myself next time.In terms of quality, I love the feel and look at the bike, although there is a little bit of black paint flaking off the front brake discs. This may be because I have covered over 12,000 miles in the first year and have ridden it properly but when you have spent £18,000 on the bike, it’s not something I want to see

Because of the miles I covered, I had to have my post run in service and my first service done in 12 months. You can help yourself in this aspect. If you have a little bit of mechanical nous, particularly things like removing the front calipers, using proper brake cleaning spray and making sure that all the rubbish is cleaned at the calipers properly. I have changed the oil at half the recommended oil change intervals for my own peace of mind and I also put a K&N oil filter in. Otherwise I haven’t had to spend any extra on the bike and for a bike of its performance. In size, I’m happy with the service and costs

I have the heated seat as well as heated grips, I have the full electrics pack and even though the quickshifter can be a little bit clunky at times, I use everything. The adaptive cruise control is really useful, particularly for doing long miles. The screen and the controls are really intuitive and easy to read and I can navigate my way through them without looking down now I’m used to it. The only downside, which I now believe, has been rectified, is that the indicator button is crap. It’s spongy, it’s small and the action is not very precise.

Buying experience: Colwyn Bay KTM was superb. I’ve got the fully loaded package with engine bars, spoke to wheels and luggage, and the whole experience was transparent and a genuine two-way experience.

Great engine, brakes and handling

Buying experience: Dealer

Annual servicing cost: £350

This is without doubt the best 'all round' bike I have ever owned. It is a fantastic tourer, a very capable off-road machine (not in the same class as it's 'brother' the R version - but still very capable). It's plenty quick enough to see off most 'sports bikes', it's 'teched' up and it is simply a joy to ride....except for 2, no 3 niggles: 1: The indicator switch is a complete nonsense 2: The mirrors vibrate of you have the luggage on 3: I would like to see a 30 litre tank - and then it would be unbeatable.

The bike is at it's best when you are 'making progress' OR 'pushing on'. It is a REMARKABLE all-round bike. I've quite happily ridden for 400 + miles (I did have the KTM Power Parts seat put on)

Performance is first class - an unbelievable engine. Power delivery is smooth throughout the entire RPM range and the torque is astounding

Absolutely no problems

Overall and considering the size of the engine I am v happy. Average mpg I would say is 45-48

Riding position is first class (now even for shorter legged people due to the revision of the seat height) The re-configuration of the fuel tanks means a much more stable bike than earlier models due to the low centre of gravity. Quick shifter added (big bonus) Heated grips Luggage Recently swapped the Mitas tyres (which were perfectly OK) for the Metzler SE01's - what a difference it's like riding a new bike

Buying experience: Bought new from Premier Bikes who are a very friendly, experienced and capable KTM (and Triumph) dealer. Great staff.

Version: As above

Engine is great, seat is terrible

A lot more vibration than expected with mirrors blurring at 5000 rpm

Dislike vibration

Quality appears good but screws vibrate loose. They need checking or loctite used

Not yet relevant as service milage not reached

The seat could and should be a lot better, it's really poor for an adventure bike.

Would highly recommend

Engine is best feature

Coolant and petrol leaks

Ticks all the boxes, sports bike quick in an adventure package that has the comfort of a tourer

160bhp, what's not to like. Put it in Rally mode for crazy power delivery

Few electrical niggles as expected from a new model. Water pump leaked after 700 miles which is down to an assembly issue with a hose clamp. Quickly sorted by the dealer. Headstock bearing not tightened again quickly sorted.

Adapted cruise control is fantastic, makes things so easy on dual carriageways and motorways. Original tyres from new are Mitas, which are ok but not great. On a bike with this high a price tag it should have had top end tyres from new. Tech pack is a must to unlock all the incredible features but charging £1000 for a plug and play hurts.

Buying experience: Bought new from the dealer. Sales guys were fantastic and still are. Original service manager was below par but soon got replaced and new guy goes above and beyond.

Worst feature was the seat, but replaced with an ERGO heated seat and all is good. Still not in the RG1250S league and KTM really need to address it if its sold as an adventure tour bike. I'm happy with 300 miles days on it.

Stunning. Brilliant power and torque, low or high speed responses and the best bit is it returns 54-57mpg even when ridden in a lively manner!

No faults from day 1 - A slight fault with an additional part bought as an extra which was replaced under warranty without quibble

Its not cheap to buy or run, but worth every penny.

Standard equipment is exceptionally good and enhanced by powerpart addons as you desire.

Buying experience: Dealer - excellent experience all told and happy to return to them for servicing etc.

A brilliant all rounder. The performance is what everyone talks about with good reason, coupled with brilliant handling and mesmerising low speed balance, its just brilliant. The standard seat isn't to everyone's liking, but with a heated Ergo seat (one of 11 in the range to suit) its comfortable enough to go on lengthy touring trips and its automatically allowing a leg stretch at an average tank range of 220miles+

Stunning suspension especially with the optional Suspension Pro package. Sport or comfort, the damping and rebound are in their element offering a tailor made ride to suit your style. Brakes are very good and coupled with Anti-Dive that really does as it suggests, its very good and consistent.

Just amazing......Its a little weak on fuelling in the middle ranges to suit Euro 5 regulations, but nothing the average rider would notice or complain about. If its dialled out on a rolling road the performance is on another planet.

Nothing has gone wrong since the start of ownership - Its almost Japanese in its build quality and reliability with a much better overall European design ethos.

Its not cheap as one would expect, yet its consistently running at 54-57mpg with stunning performance. Tyres have a natural life of about 4-5000miles weather dependant. Most replace with Michelin Road 5-6 to replace the standard maxis tyres as they are slightly vague in damp and wet conditions. They are fine in the dry though.

A few items are extra's, like quickshifter, hill hold etc, but as standard its pretty damn impressive, what with radar cruise control, anti dive, heated bars and seats etc, but even with extra's it is still a better price than many other bikes in the same class and market overall.

Buying experience: Very good. We are blessed with two KTM dealers in South Wales, about 35 miles apart, so one way or there other they are there for servicing or backup if required.

Radar cruise control brilliant

A brilliant mile cruncher in anyone's book, can't think of anything really which detracts in any area.... try one, you might just fall for it hook line and sinker....

With the linked and electronic suspension, the ride is sublime. I tried a skyhook equipped Ducati over the same backroads I regularly use and it tied itself in knots....the KTM takes it in its stride.

Stunning performance, midrange to top end is ballistic if you want it to ben or just tractable all day long, yet with brilliant refinement and economy.

Nothings come loose, nothings dropped off, nothings failed.....its one hell of a bike all round, excellent comfort with the additional heated Ergo seat (Why the hell isnt it fitted as standard????.... The bike has been cared for, gets polished after every ride no matter the effort involved and looks showroom condition to date...

Not cheap - its recommended to use Motorex oil. KTM dont issue you with a service booklet, just themselves to hook it up and confirm official servicing has been carried out - Dont know if its illegal under European law but its preventing you from not getting it serviced to plan elsewhere using genuine KTM parts as the law allows.....

You have to pay to unlock certain features, but with a brilliant base price, its not too much extra to get the exact bike you want and if its sold, and the new owner wants additional items, its a case of going to KTM and getting them unlocked.... an interesting way of purchasing the bike you the customer want.

Buying experience: Very good, was available off the shelf so to say and all the prices were exactly as advertised, but got a decent discount for add on's.... Cant fault my dealer.

Annual servicing cost: £240

Superb handling and engine

Suspension fully tuneable. Seat is a bit hard for long distance so I use an Airhawk for long trips.

Never need more power. Smooth and tractable at low revs..

Good range when cruising long distance.

Everything I want is standard or available. I use a Puig screen instead of adding a deflector.

Buying experience: Dealer.

Version: 2022 R

Annual servicing cost: £260

I've had my faith in the brand destroyed. This is my sixth KTM and no other brand has made me smile as much, even on rain drenched ride to get a pint of milk. However this experience has destroyed my confidence and advocacy of the brand.

Persistent TPMS from day one. The TPMS signal receiver is built into the immobiliser unit. Day one of my NC500 holiday and the bike stopped responding. The new KTM RAC cover hired me a car and transported the bike back to the dealer. Not happy, very upset, ruined first holiday in two years.

When its working its great but at 18k the engine and switch gear issues are unacceptable. The KTM service centres are not a patch on my local BMW and Honda ones.

Bang on the ride quality was great and it handled really well. My wife loved the bike when it was not broken

Performance 10 out of 10 pure beast great 2 up. I dislike the fact it has blown the front head gasket tho

Quality and reliability must be a joke to KTM. My 6 months of ownership have been rough. Both wingmirrors replaced. The right hand switch gear failed resulting me not being able to use any of the dash leaving my heated seat and grips on full along with it being stuck in rain mode for 3 weeks. The passenger heated seat switch failed. Now onto the engine, oil leak No.1 was apparently my oil cooler (the whole unit was replaced), oil leak No. 2 and coolant leak was the front cylinder gasket which still isn't fixed. The bike has been into KTM now for a total of 5 weeks and counting with no end in sight for the head gasket fix. As a mechanic by trade I can honestly say I've never come across a more unreliable vehicle in my life.

Haven't managed to get it to the service point yet but at this rate it wont need one because they will have probably built me a new bike from the ground up bolt by bolt the thing will be new again. It was getting about 51mpg on the motorway to and from work with around 35/36 mpg riding for fun over the weekend

Mine has everything you could wish for. The power parts heated seats are a must for the price

Buying experience: Mega discounts available a bit too much to be fair the trade price is shocking on a 18k bike 6 months in and its literally 9k 10k at a push

Annual servicing cost: £250

So far, this thing has been astonishing! It's scary fast, nimble, agile, balanced and has enough tech that you won't ever get bored of it! I also think it looks awesome although I know looks can be divisive!

Brakes and general performance with the semi-active suspension have been awesome. Brakes are Brembo so that speaks for itself.Suspension is plush, handles bumps very well. Throwing into corners, it sticks wherever you put it and does not move. It took my a while to dial in what I wanted on the motorway from it. I find the comfort setting a tad too soft and bouncey, but street mode with the preload around 50% works for me. Being able to pump the preload up to canter you forward a bit more is also great for the sportier ridesSeat comfort is questionable. It's fine on day to day riding and blasts when you're moving around but I did find myself with a slightly numb cheek after 1.5hours on the motorway. That's easily solved with KTM's ergo seat selection but It would have been nice to have an ergo seat from factory, and spec a harder rally style seat if you so wished! The bike has an incredible level of versatility - sitting on the motorway for an hour with adaptive cruise control, and in relative comfort. Then jumping on a B-road an riding it like an over-sized supermoto.. it really belittles it's weight and leaves sportier bikes wondering what just happened. Lower down the traction control level in Rally mode and you'll find it wheelies a lot and the back steps out.Wind protection overall is great, but the screen leaves somewhat to desire. I'm a mere 5ft9 and I found my head getting buffeted around a lot. Added a clip on screen from Puig and it's now that famous 'Bubble of calm'. Rarely close my visor now!

Astonishing... Power everywhere, torque in abundance, and sounds great even with that euro 5 monstrosity bolted to the end of the exhaust. Waiting for Arrow to release their new can!The LC8 engine refined substantially from the previous model. Nothing else needs to be said.

Quality is faultless so far - everything looks and feels well built/put together. Although I'd say a GS has nicer feeling switchgearReliability so far has been faultless for me.. no black-screens, no keyless ignition problems, no preload adjuster problems yet etc. It did have a recall this weekend just gone which was a small plastic component near the exhaust which apparently had had a case of getting too hot and melting. That's been replaced with an aluminium one for free of course. It's a brand new model, so I'd expect at least a few recalls, and can't blame KTM for that as both my previous Yamaha, and friend's Triumphs' have had them too, on far more worrying components!

Can't say too much for this as I'm only 800 miles into ownership. First service was £96 at 620 miles which I thought was reasonable enough. I believe the first main service is around 250-300 but at 9.2k mile service intervals, I'd say most would only be paying for an annual service.Running costs - consumption has been pretty decent so far. Averaging around 48mpg (UK Mpg) riding on back lanes - and riding like a bit of an idiot. That power is addictive! On a longer trip, I managed 57mpg, which is great for such a powerful bike. Must be aided by the over-drive 6th gear. So the 23 litre tank would give me a theoretical range of knocking on 300 miles.

I've got the tech-pack, and heated grips on mine.Heated grips are great, loads of heat but haven't tested a lot as its been pretty warm recently. Tech-pack is awesome. Highlights being the suspension pro with the adjustable preload.. basically giving you adjustable ride height which works a treat for me. The rally mode also makes it so much fun to ride. Wheelies, power slides and all sorts but still saving you in the corners if you need it. The new quickshifter is buttery smooth on the way up when you're on the power. Blipper can be a little hit&miss but you just need to push down with enough force to make it slip into gear. Adaptive cruise is a game changer for the longer journey's... just takes the extra stress off you... although I know it's a contentious point for most bikers, after a 7 hour ride up to Scotland, I know who would be in a better shape. You can also change gear while in cruise control which is so good... clutch and/or quickshifter. Pull the clutch in for a few seconds and it will disengage it.

Buying experience: Bought from The KTM Centre in Hemel Hempstead - they are a great bunch.Still waiting for my crash bars though but think that's because the bike is so new... cant get accessories anywhere!

Version: Black

This motorcycle offers an excellent compromise between sport riding and touring, with a bias towards sport. I live in Spain and we have many, many twisting rounds over and around mountains. The 1290 has a light feel to it but also offers long suspension travel for modest off pavement riding and highway comfort.I like the bike's light feel and power. This is a great bike for sports riders who don't want to be tucked up into a cramped position.On the down side sometimes it gives me rear suspension ride height faults when I start the engine and the engine makes an annoying ticking sound. The seats come up short after a long ride. I also think it could stand some taller gearing.

I have no complaints about the ride, especially in comfort mode. But the seats are lacking for long rides. I have Ergo seats on order but they have not arrived yet.

All in all the power is good for what the bike is. It comes on in a rush at about 6500 rpm and I've had the bike pull third gear wheelies in passing situations. Since wheelie and traction control limits power delivery anyway I think they could have taken away a couple teeth from the rear sprocket. The only thing I don't like is that the engine has an annoying ticking noise at low speeds that almost sounds like piston slap.

I've only had mine for 3k km so the only problem has been the previously mentioned ride height fault on startup. KTM have a reputation for spotty reliability so I am going to purchase an extended warranty just to be safe.

I have only had the bike in for it's post break-in service. That cost about 160 €.

I ordered the tech pack. I think that my favorite feature is the adaptive cruise control. The tires seem to be fine and inspire confidence.

Buying experience: I speak very little Spanish so I simply told them what I wanted and paid a deposit. The down side is that it took more than a month for the bike to be delivered. Accessories have been slow arriving and I'm still waiting for my Ergo seats.

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FRESH IN DEALERS SOON: THE ALL-NEW KTM 1290 SUPER ADVENTURE R ALLOWS FOR LIMITLESS TRAVEL POSSIBILITIES EVEN WHERE THE ROAD ENDS

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KTM Motohall GmbH KTM Platz 1 5230 Mattighofen, Austria  +43 7742 6000 1953 [email protected] www.ktm-motohall.com

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2019 KTM 1290 Super Adventure R Guide

KING OF ADVENTURE.

2019 ktm 1290 super adventure r:.

KTM’s rally experts have brought out the big guns for hardcore adventurers. They’ve packed 1301 cc into the world’s most advanced travel enduro chassis. Ready to rumble on any terrain, this mile-munching weapon is the ultimate offroad travel enduro for exploring the trail less traveled – the tougher, the better.

2019 KTM 1290 Super Adventure R Totalmotorcycle.com Key Features

KTM: READY FOR ANYTHING IN 2019

KTM unveiled its most comprehensive, innovative and extreme range ever when it presented five new motorcycles at the EICMA show in Milan today (Tuesday, November 6). Leading its 2019 line-up is the eagerly anticipated KTM 790 ADVENTURE and KTM 790 ADVENTURE R. “You spoke, we listened.” KTM is a riders’ company and these all-new models are a direct result of customer feedback mixed with the brand’s experience and expertise.

Punching way above their cubic capacities, with these two machines KTM sets a new performance and offroad ability benchmark in the mid-capacity travel enduro market.

The KTM 790 ADVENTURE is for travel enduro fans of every ambition and ability, ready to discover new roads whichever way it’s pointed at – no matter surface. The KTM 790 ADVENTURE R is a lightweight, agile and technically advanced machine for adventurers that endeavor to challenge themselves while challenging tricky terrain. Both powered by the 799cc LC8c parallel twin – first seen in the KTM 790 DUKE – the engine has been tuned to deliver its torque lower down the rev range to fit the specific requirements of adventure riding.

The result is smooth acceleration, plentiful performance and a 450 km range from a 20-liter tank.

Each of these rugged bikes have been developed by some of the best adventure riders in the world and in conjunction with the Red Bull KTM Rally Factory Racing Team to provide a confidence-inspiring chassis with a low center of gravity and riding ergonomics to suit riders of all sizes and spirit. A full suite of rider assistance systems, easily navigated and activated with a bar-mounted menu switch, aligned to a full color, TFT display, allow the adventurous to get the most from these machines in all situations.

Elsewhere in the KTM Travel Enduro range, the incredible KTM 1090 ADVENTURE R, KTM 1290 SUPER ADVENTURE S and KTM 1290 SUPER ADVENTURE R receive new colors and graphics to keep these exciting machines looking as sharp and bold as they perform.

Rebooting supermoto for the road, the KTM 690 SMC R returns in 2019 and takes the KTM READY TO RACE approach to its purest incarnation on the street; lightweight, agile, addictive single-cylinder punch, premium chassis components and now backed up by leading performance enhancing electronics.

Powering the KTM 690 SMC R is the latest generation LC4 engine; the world’s most powerful production single-cylinder engine dishes up a devastating 74 hp and 73.5 Nm of torque. Getting the most from this performance in all situations is a suite of rider assistance systems. Two ride modes – Street and Sport – cornering ABS, lean angle-sensitive motorcycle traction control (MTC), motor slip regulation (MSR) and Quickshifter+ are new to the game, with the familiar Supermoto ABS mode aiding rear slides with front-end confidence. All this is packaged in an updated chassis and new subframe, supported by the latest generation fully-adjustable WP APEX suspension and wrapped up in slimmer, sharper bodywork. Better still, the fun goes further with a 1.5-liter larger fuel tank.

The new KTM 690 ENDURO R is even more perfectly positioned to connect the tarmac and trails, also benefitting from the same engine, electronics and chassis improvements made to its sliding Supermoto sibling, but in a platform completely focused on offroad.

Evolution means retaining everything that was good about the previous model and building on that. Under the new seat and fresh bodywork –sharpened for both style as well as better movement on the bike – is an all-new chassis with WP XPLOR suspension derived from KTM’s world-beating EXC models. Designed to be confidence-inspiring with ease of handling, it is ready to tackle everything from easy trails to extreme offroad obstacles as well as being a competent every day street bike. Endless enduro without the need to ever trailer to the trails.

The newly developed KTM SX-E 5 is the next step in KTM’s innovative line-up. Combining class-leading knowledge in youth motorcycling with years of development work in the e-sector, the KTM SX-E 5 is based on the incredibly popular 2-stroke KTM 50 SX with a high-end chassis powered by an electric motor. The mission was clear: to create an ultra-competitive machine that is also easy to ride, even for pure beginners.

The KTM SX-E 5 enjoys the advantage of zero emissions, low noise and minimal maintenance, which makes it ideal for youngsters looking to make the first step into the world of motorcycling and thanks to its dynamic design, it is ideal for the growing rider with its adjustable seat height.

The KTM PowerPack can provide more than two hours of riding for a beginner – or 25 minutes for the faster junior racers – and with its external worldwide charger, full power is restored in approximately one hour. Coming from the READY TO RACE company, the KTM SX-E 5 will set a new benchmark within the electric-minicycle market in terms of performance, rideability, safety and serial standard.

As unveiled last month in Cologne, also joining the 2019 range is a sharper, stronger and more refined version of the KTM 1290 SUPER DUKE GT. The most radical long-distance Sports Tourer on the market takes the best from ‘The Beast’; phenomenal engine performance, street handling and race track capabilities of the KTM 1290 SUPER DUKE R are brought into a machine that is as happy munching massive miles in comfort as it is carving up challenging corners. Major updates to this premium machine can be found in the engine, suspension, electronics and bodywork with a focus on improving comfort and performance – be it while two-up touring, continent cruising or track attacking.

The introduction of these new models sees the 2019 KTM range as distinctive and diverse as ever, with something for riders of all ages and abilities to create unforgettable riding memories in the unique READY TO RACE style. For more news about the KTM 2019 model range please visit www.ktm.com or your nearest official KTM dealer.

2019 KTM 1290 Super Adventure R Totalmotorcycle.com Features and Benefits

ENGINE & EXHAUST Based on the 1301 cc V-twin of the KTM 1290 SUPER DUKE R, aka ‘The Beast’, the KTM 1290 SUPER ADVENTURE R is clearly the Alpha in the herd. Just aim towards your destination, twist the throttle and feel exhilarated by its immense power.

ENGINE TORQUE EVERYWHERE The 1301 cc V-twin engine packs one hell of a punch for fully loaded adventure tours. It has truckloads of torque from the bottom up and hardly ever needs hurried downshifts. With 160 hp and 140 Nm of torque on tap, the engine provides more than enough usuable grunt to happily eat up kilometers of dirt trails in the blink of an eye. A unique mix of the highest quality components combined with a fully developed and reliable engine allows extremely long service intervals of 15,000 km. That’s a lot of adventures.

CHASSIS Float across rough terrain on 220 mm of fully adjustable WP suspension with a 21-inch wire-spoked wheel at the front, and an 18-inch at the rear. Navigate with confidence, knowing KTM’s signature tubular trellis frame, steel crash bars and a high-strength, die-cast, open-lattice swingarm are built for the extreme.

FRAME STEEL TRELLIS FRAME The chrome-molybdenum steel trellis frame is at the center of the bike’s excellent robust chassis. Laser-cut and robot welded with a superb surface finish, it weighs a mere 9.8 kg, keeping the total unfueled weight at an impressively low 217 kg. All muscle, no fat.

WHEELS BUILT TO PERFORM Serious offroad exploration demands hardcore equipment, so we fit the KTM 1290 SUPER ADVENTURE R in-house with our patented, tubeless, wire-spoked wheels. 21 inches up front and 18 inches in the rear, they combine all the benefits of a tubeless tire (easy fitment and weight saving due to the lack of an inner tube) with the stability and robustness of a wire-spoked wheel. This set-up makes the SUPER ADVENTURE R’s rims substantially more resilient than all the competition’s cast and spoked wheels.

SUSPENSION SERIOUS SUSPENSION A robust 48 mm inverted fork with extra stiff springs is mounted up front, while a PDS shock absorber produces the magic in the rear. All made by WP, all fully adjustable, all happy to take a serious beating. And they’ll make you enjoy it too. Suspension travel: 220 mm front and rear.

BRAKES BREMBO POWER Precise. Powerful. Consistent. Just as you would expect from a set of BREMBO brakes. Up front you’ll find twin 320 mm diameter discs, which are radially mounted, plus 4-piston fixed calipers. At the rear, excess speed is taken care of by a generously dimensioned 267 mm diameter disc. And in case of an emergency, BOSCH’s two-channel 9M+ ABS is there to save the day.

FUEL TANK FUELED FOR EXPLORATION The KTM 1290 SUPER ADVENTURE R is more than just light, powerful and dependable. Thanks to low fuel consumption, a 23-liter fuel tank and 15,000 km service intervals it also hardly ever needs to take a break.

ERGONOMICS & COMFORT Adjust the KTM 1290 SUPER ADVENTURE R to suit any rider’s preference and riding conditions thanks to the bike’s many adjustable components.

HANDLEBAR LONG-HAUL COMFORT With two handlebar clamping positions: 10 mm forwards or backwards from stock; plus five reach settings of the hand levers, the rider has more freedom to move, greater control, and uncompromised comfort, which means a more satisfying adventure ride.

FOOTPEGS ADJUST YOUR RIDE Two footpeg positions: stock or 10 mm up and back (diagonally), allow riders to set the comfort level to suit their height and riding preference, which can make a big difference on a long adventure ride.

SEATS SEATED COMFORT This is where you’ll hopefully spend a lot of time, so the seat has to provide support, adequate feedback and freedom of movement. Thanks to KTM’s state-of-the-art 3D foam padding, the KTM 1290 SUPER ADVENTURE R has your backside covered for those long days in the saddle. When exploring far it’s all about comfort for you and your passenger.

WINDSHIELD ATTACK MODE The “R” model features a short windshield. So even if your handlebar moves a lot in rough terrain, the windshield won’t hit your helmet. Its height can be changed as quickly as you can change your mind, thanks to the easily operated clamping mechanism.

BODYWORK & GRAPHICS The heritage of many rally raid victories combines with the latest technology, raw power and great ergonomics within the sleek bodywork of the 1290 SUPER ADVENTURE R.

TRIM PARTS / DECALS A convenient compartment keeps your smartphone safe on the road. It keeps it charged too, thanks to its integrated USB socket. The optional incoming call and audio functions link the phone to the bike via Bluetooth. It’s always nice to let people know you absolutely have to take that enormous detour.

SOFTWARE & ELECTRONICS Sure, it has a mighty motor, but being in full control is made possible by the smoothly operating software and electronics package. MTC (KTM’s lean angle-sensitive traction control system – Motorcycle Traction Control), Cornering ABS and ride modes support your riding – and do it gently, almost imperceptibly.

RIDER AIDS MAXIMUM CONTROL Electronic rider aids provide more control, performance and enjoyment to the rider under a wider range of circumstances. The latest ABS and MTC (MotorcycleTraction Control) technology is designed to enhance your riding experience. Different ride modes are tailored for easy adjustment of the rider aid functions to suit a range of riding conditions. The simple adjustability of these features maximizes the powerful V-twin’s innovative technology and equipment across a much wider range of terrain.

ACCESSORIES & LUGGAGE KTM understands its customers like to travel and modify their machines, which is why the KTM PowerParts range boasts a huge variety of accessories, luggage options and even products to aid bike and rider connectivity. KTM PowerParts are designed specifically for each of KTM’s Street sportmotorcycles, meaning that KTM riders only get parts that perfectly complement their ride – to provide that important ‘factory fit’ straight from the dealer.

LUGGAGE EASY LOADING For the effortless mounting of your cases, we give you versatile luggage carriers as standard. This way there’s nothing stopping you from loading up and heading off exploring for days on end.

2019 KTM 1290 Super Adventure R – Totalmotorcycle.com  International Specifications/Technical Details US MSRP Price: $18499  USD Canada MSRP Price: $ See Dealer for Pricing in CDN Europe/UK MSRP Price: £ See Dealer for Pricing in GBP (On The Road inc 20% Vat) Australia MSRP Price: See Dealer for Pricing in AU

Manufacturer Specifications and appearance are subject to change without prior notice on Total Motorcycle ( TMW ).

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KTM Introduces 2023 1290 Super Adventure R

Ile Kauppila

Are you ready for Adventure 2: Adventure Harder? KTM sure hopes so, as the Austrian bike manufacturer has announced the 2023 1290 Super Adventure R.

The second-generation 1290 Super Adventure R is designed for the hardcore off-road warriors who want to wherever they please, no matter the terrain. The 2023 upgrade, although mostly mechanically unchanged, makes it easier to find your way.

The new bike introduces the Turn-by-Turn+ guidance system. Riders can now set waypoints and diversions through the handlebar switch bar and seven-inch, full-color TFT display.

You can also use the KTMConnect app to answer phone calls and set up to 10 “favorites” (which sounds like quick-dial functionality) without digging your phone out of your pocket.

Powering the bike is the same LC8 V-twin engine as on the 2022 model. With a displacement of 1301cc, the engine delivers a claimed 160 hp and roughly 102 lb-ft of power.

The six-speed Pankl transmission features a new, lighter aluminum shifting drum, which ought to make gear changes smoother than before. Combined with the KTM Quickshifter+, you should be able to quickly switch gears.

KTM has reworked the chassis. The chrome-molybdenum stainless steel trellis frame weighs about 22 pounds and has been sculpted for better cornering stability and acceleration. Meanwhile, the swingarm is 15mm longer to compensate for the shorter frame.

Soaking up bumps from irregular surfaces are the same fully adjustable WP Explor 48mm inverted fork and rear shock. Both offer 8.7 inches of travel.

The spoked wheels have new aluminum rims made by Akront, with an improved sealing system that makes them 100% tubeless. The rims are shod with the same Bridgestone AX41 tires as on the 2022 model.

A Bosch six-direction inertial measurement unit (IMU) informs electronic rider aids, including traction and stability control and ABS. There are also multiple customizable ride modes (Sport, Street, Rain, Off-Road, and optional Rally) that allow you to tailor the bike’s behavior to the terrain and your preferences.

KTM offers a range of aftermarket parts through its PowerParts collection for further customization options. The optional parts include 11 different choices of seats, luggage and bags, crash bars, and aesthetic add-ons.

The 2023 KTM 1290 Super Adventure R comes in a white-and-orange color scheme. Retail prices start at $20,299.

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2025 KTM 250 SX-F

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• Before The Gate
• Start Strong
• Calm Under Fire
• Hit The Big Stuff
• Maintaining Momentum

01. Before The Gate

Easy Suspension Adjustment

As always, the suspension boasts an easy tool-free setup at both ends, ensuring you chase down the podium in total control. On the rear, a hand-adjustable dual compression control allows riders to adjust high- and low-speed settings in a matter of seconds. The forks on the front end are also easily adjusted thanks to hand-adjustable clickers on the bottom of the fork shoe and top cap.

Designed to provide maximum airflow, the air filter box is designed with precisely positioned inlet ducts aimed at preventing air deformation and maintaining filter protection. The Twin Air filter and air filter support design feature a simple fail-proof mounting system for secure and accurate filter installation, ensuring the air filter is easily accessed, without tools, by removing the left side panel, for easy track-side maintenance. A vented air filter box cover is also included for all SX and SX-F models in the by-pack.

Serviceability

The 2025 KTM SX and SX-F range is engineered and designed to provide riders with easy-to-access service parts, as well as suspension adjustability. This allows faster track-side and off-season maintenance, as well as making motocross more accessible for novice riders without pit crews.

02. Start Strong

More Usable Power

Weighing in at a lightweight 57.5 lb (26.11 kg), this mid-weight powerhouse churns out a remarkable payload, making it the undisputed performance leader in the 250 cc 4-stroke class. The engine in the 2025 KTM 250 SX-F has also been carefully designed and tuned to best suit the performance and handling characteristics of the overall package, bumping up power in the mid-range and the top-end.

Launch Control & Quickshifter

Launch control, ENGAGED! Designed for the holeshot, the 2025 KTM SX-F range comes standard with launch control and Quickshifter function, allowing for fast upshifts without using the clutch. Launch control is easily engaged by pressing the traction control and Quickshifter buttons simultaneously and works by limiting the amount of power to the rear wheel, improving traction, and preventing loss of control under hard acceleration. Meanwhile, the Quickshifter function means you can bang through from 2nd to 5th gear with your focus solely on the first corner.

Selectable Maps + TC

The map select switch on the 2025 KTM SX models features a simpler design, allowing for easier functionality in switching between 2 engine maps. Map 1 provides a more linear power curve. while map 2 punches all-out with aggressive throttle and explosive power. Luckily, traction control is easy toggled to an on or off position from the same switch, ensuring maximum traction and a distinct advantage in wet or muddy conditions.

Selectable Maps + TC

03. Calm Under Fire

Absolute Control

Get ready for a full-on berm assault. The 2025 KTM SX and SX-F machines have received major frame updates directly from Factory Racing efforts. For starters, the frame area around the rear shock mount has been updated and made more streamlined, with new engine mounts and cut-outs for improved chassis flex. The front area of the frame is also updated. with a different wall thickness than the previous model year, with renewed engine mounts. This adds up to a 300g weight saving and improved flex for better cornering.

Upgraded tank shrouds using bi-compound plastics channel air towards the radiators more efficiently, while a new fuel tank roll, makes for a tighter, more secure fitment, reducing the chance of frame scrubbing and dramatically improving durability. All this works alongside the specially-developed rider triangle, to provide unmatched knee contact and gripping surfaces - especially when standing on the pegs.

Performance

The 2025 KTM 250 SX-F engine is positioned for optimal mass centralization and an overall lightweight feel, benefiting handling and anti-squat behavior. The silencer offers incredible response in combination with the mapping switch and provides a slightly quieter exhaust note.

04. Hit The Big Stuff

Updated Suspension Settings

For 2025, the KTM SX and SX-F range has given the WP XACT AER fork and WP XACT rear shock an update. This means you'll be lining up at the starting gate with re-tuned settings, reduced weight, improved weight distribution, and an increase in overall response.

WP XACT Fork

Let's get the technical parts out of the way first; the 48 mm WP XACT AER forks fitted to the 2025 KTM SX and SX-F line-up features a capsulated air spring and pressurized oil chamber for progressive and consistent damping, while oil and air bypasses reduce pressure peaks. In combination with the mid-valve damping system, all this provides exceptional feedback and rider comfort. The fork also boasts new settings, which not only compliment the updated frame and rear linkage, but ensures stellar performance at all levels. Speaking of settings, these are easily adjusted via a single air pressure pre-load valve, as well as easy-access click adjusters for compression and rebound. Additionally, the air pump needed to adjust the fork's air pressure is provided as standard in the buy-pack.

WP XACT SHOCK

Keeping things in check at the rear, the WP XACT rear shock has also undergone some changes for 2025 using settings directly from the KTM Factory Racing Teams The improved frame and shock geometry mean more ground clearance at the linkage, making it less susceptible to bottoming out. While we're on the topic, smaller diameter linkage bolts save weight, while new linkage seals refine rear shock response and advanced damping characteristics.

An upgraded rear brake pedal finds its way onto the 2025 KTM Motocross range, adding additional stiffness, bending resistance and braking feel to the overall package. At the other end, a forged steering head connection and CNC-milled triple clamps, make for the perfect alignment of the fork tubes. This precise geometry of the fork clamps ensures highly responsive and smooth fork action – not to mention unwavering stability when charging across ruts and onto the podium.

Mass Centralization

Ready to rip your arms out of the sockets? Together with the benefits of mass centralization and overall reduced weight, the anti-squat behavior of the chassis is significantly improved by changing the backbone of the steel frame concept. In layman's terms, the 2025 KTM 250 SX-F gets its power down perfectly when tearing out of corners.

Getting power hooked into the dirt is a tough job. However, hours of research and testing have led the 2025 KTM Motocross range to the Dunlop GEOMAX MX34. Providing unmatched stability and control at the highest level, these rubber hoops feature a new carcass and rubber compound that improves damping and absorption, maintaining performance up to 30% longer. New Progressive Cornering Block Technology also improves grip in the berms, while a new rear pattern with 11% taller and 44% wider center block for increased traction and control everywhere else. Lastly, this unique block arrangement works to dispel mud buildup, ensuring traction in even the muddiest of track conditions.

05. Maintaining Momentum

Connectivity Unit Offroad

Available as a PowerPart on the KTM SX-F range, the Connectivity Unit Offroad - or CUO for short - offers a wide range of functionalities and adjustability options via the KTMconnect app. The CUO gives you a new insight into your riding, allows you to alter your engine behavior, and even provides you with optimized suspension settings based on individual preferences and riding conditions. Welcome to the next level moto.

Ground clearance

No one enjoys a bad hook-up. Good thing, then that the shock absorber geometry on the 2025 KTM 250 SX-F improves ground clearance of the linkage, with the topology-optimized die-cast footpegs being less susceptible to hooking on deep ruts, and take-offs when scrubbing.

Consistency

A new chain guide and chain guard result in improved durability and minimize the chances of hooking on external objects - especially in extremely muddy conditions while reducing dirt build-up around the swingarm and rear sprocket.

Energy absorption

Besides the expertly crafted, hydro-formed, laser-cut, and robot-welded frame being engineered to provide exceptional rider feedback and straight-line stability, it consists of specifically calculated parameters of longitudinal and torsional flex. This means the frame acts as a "shock absorber" of sorts, making for a less harsh ride, resulting in less rider fatigue over many hard laps.

Technical Details

• Transmission 5-speed
• Starter Electric starter
• Stroke 48.5 mm
• Clutch Wet multi-disc DS clutch, Brembo hydraulics
• Displacement 249.9 cm³
• EMS Keihin EMS
• Design 1-cylinder, 4-stroke engine
• Weight (without fuel) 101 kg
• Tank capacity (approx.) 7.2 l
• Front brake disc diameter 260 mm
• Rear brake disc diameter 220 mm
• Front brake Disc brake
• Rear brake Disc brake
• Chain 520, Non-sealed
• Frame design Central double-cradle-type 25CrMo4 steel
• Front suspension WP XACT-USD (AER), Ø 48 mm
• Ground clearance 343 mm
• Rear suspension WP XACT Monoshock with linkage
• Seat height 958 mm
• Steering head angle 63.9 °
• Suspension travel (front) 310 mm
• Suspension travel (rear) 300 mm