The highs and lows of the KTM 1290 Super Adventure R long-term test bike - The excitement and breakdowns

It’s hard to say goodbye to any bike, never mind one as fun and as exhilarating to ride as the KTM 1290 Super Adventure R adventure bike. Although I only managed to rack up 5551 miles I feel like I got to know the bike, because unlike other years when I’ve done more mileage, the time spent on the KTM has been ‘good’ miles which means I haven’t just been motorway commuting. 

The machine has given me some fantastic moments over the last eight months, but also a level of frustration following a mechanical breakdown as I got off the ferry for the TT.

In a world where there seem to be more and more restrictions, the big Super Adventure is a breath of fresh air. With nearly 160bhp and 101lb.ft of torque generated by its stonking 1301cc V-twin it’s hard to keep the smile of your face whenever you ride it. The low-down grunt and urgency when accelerating is addictive. On the road it encourages you to play, while off-road if riding on the dirt is your thing the KTM’s narrow engine, super torquey motor makes it the king of adventure bikes.

Unapologetic performance – Hit

I can honestly say that I never even started to get bored with the power, torque and delivery of the 1290 whether that was riding on muddy green lanes, blasting down my favourite B-roads or crashing out miles on the motorway.

Breakdown spoils the TT fun – Miss

A split O-ring on the water pump casing seems like such a trivial problem and something you would expect to be an easy fix. Unfortunately, having lost too much coolant as I alighted the ferry to the Isle of Man for the TT, the bike was unusable and needed workshop time to resolve, as getting access to the O-ring and re-filling the coolant requires a lot of the bodywork including the two saddle fuel tanks, to be removed.

That issue was fixed in a few hours and I was back in the game… right up until the 1290 spluttered to a halt on the M1 on my return journey, leaving me in the ‘live’ slow lane on the ‘smart’ hard shoulder-less motorway, and I had to be recovered by the AA. Again, it was a minor problem as it was down to one of the fuel tank taps not being re-opened after the O-ring repair. So, both relatively basic issues, but with irritating consequences. 

The good news is that was over 3000 miles ago and I’m glad to report that the bike has had no technical issues since, which has restored my faith in the beast.

Suspension – Hit

While many of its rivals in the class have adopted electronic suspension, including KTM’s own 1290 S, the more off-road focused R retains conventional, fully adjustable, but not electronic suspension. And having used the bike in anger on- and off-road I have no doubt that it is the right set-up for the bike.

Although electronic suspension gives you the option to change on the fly and for the system to react to what you’re riding, it can’t beat the top-end WP 48mm Exlpor forks and PDS rear shock off-road. The bike’s suspension is one of the greatest assets off-road and the way it holds and supports the weight of the bike when the going gets rough should be applauded.

Screen – Miss

While it’s perfect off-road, the screen is small, low and offers only minimal protection on the road. The first time I got on the bike I reached for the adjustment wheels located on either side of the screen to raise it up, only to realise that it was already at its highest setting. Adding a small clamp-on shield from KTM Powerparts (£116.94) to the top of the screen made a surprising difference… in a good way.

And while you could never describe the effect as being in cocoon on the motorway, it did enough to deflect air flow and most importantly stop buffeting. And despite the extra height, with the screen at its lowest setting it doesn’t get in the way off-road. 

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KTM 1290 Super Adventure R’s electronics really can make your riding life more fun

Published 02.02.24

Like it or not, electronics and rider aids are now an integral part of motorcycling – especially on big adventure bikes like the KTM 1290 Super Adventure R. For some manufacturers this started out as a token gesture or a simple box-ticking exercise, but over the years electronics have gone from being a crude interference to some seriously impressive technology.

The level of tech now available is due to the trickle-down effect of racing, where firms develop advanced electronics which give them the ability to adapt the algorithms to suit each and every one of the bikes in their range.

There’s no doubt the 1290 Super Adventure R is an interesting one for the KTM electronics boffins given that it’s essentially an over-grown dirt bike with big power and a monstrous amount of torque (158bhp and 101lb.ft). Add to the equation that it’s a V-twin, which provides an instant hit of acceleration even at low RPM, plus the fact that many riders will fit off-road focused or 50/50 tyres – meaning grip is compromised.

I’ve spent the last few thousand miles using Dunlop Trailmax Raid tyres which are billed as a 50/50 with the expected off-road performance, but very impressive road characteristics.

Yet despite their on-road grip I’ve had to play around with the electronics to get the best out of the rubber. In full power ‘Sport’ mode there’s enough BHP under hard acceleration induce wheel spin; meaning that the power gets cut. Yes, the cut is subtle, but its still there. The 1290 also has a Rally mode which is, in my opinion, where this bike belongs.

In Rally mode it gives you everything the KTM has to offer. Wheelie control is disabled and the power is as raw and undiluted as you want it to be. And that means instead of relying on a pre-set fuel mapping like Rain, Street or Sport, the Rally mode allows you to set your own level of traction control from one to nine using a simple up and down buttons which can all be adjusted on the fly.

In recent months I’ve settled on level four which means the bike will accelerate to its full capacity on the road without any power being cut – unless it really needs to be. Go off-road and setting four also works well, allowing a certain amount of spin to help turn the bike and finish off corners. It also means you can ‘lean’ against the traction control in slippery conditions and allow the bike to find any available grip through a combination of the power being cut while also allowing a certain degree of wheelspin.

Despite progress year on year, I’m still not the biggest fan of intrusive rider aids, but when they are as good and as easy to use as this, it’s hard not to accept that they have a worthwhile place for today’s riders.

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Update seven: For one night only… MCN fleet KTM 1290 Super Adventure R shows its do-it-all credentials once again

Published 06.12.23

The fact that winter is upon us is now indisputable, making the opportunities for long, meaningful rides harder with every day that passes. I’d been keeping an eye on the weather and when a break in the rain appeared I grabbed at the chance for a short-but-sweet solo adventure.

My destination was Thetford Forest, mainly because of its wealth of off-road tracks, which are rideable pretty much all year round because they are quite sandy and drain well. Given that I was on the MCN fleet KTM 1290 Super Adventure R and riding solo, that was an important consideration as picking up a 220+kg adventure bike in the mud was not high on the day’s to-do-list.

Loaded up with camping gear using the excellent Kriega OS base system which accommodates two 18 litre side panniers along with the new 40 litre Kriega roll pack attached to the rack I had everything I needed for a
night away. 

The ride up to Thetford was largely uneventful, taking in a mixture of dual carriageways and fast A-roads, where the big 1290 excels – eating up the mileage with ease, while its mountain of torque makes for effortless overtakes. Riding with over 25kg of luggage normally has some effect on bike dynamics, but the quality WP suspension and the fact there is 160bhp on tap means you genuinely don’t notice it.

Thetford Forest is a good place for big adventure bikes, the trails are generally wide and not particularly technical apart from the frequent ruts and long, whooped sections that represent a real test for the suspension. It’s easy to get carried away and for the first time I found the stock fork setting too soft as the frequency of the whoops saw the 48mm XPLOR WP forks bottoming out on their standard settings.

With about 50 miles of off-road riding under my belt it was time to head to my campsite. It seems that mid-week camping towards the end of October isn’t that popular, but I rang the owner who told me I was welcome to stay. They also let me know I’d be the only one there, gave me the number for the combination lock on the gate, told me where the honesty box was to pay, and that I could help myself to fire wood. What a result!

I pitched my tent and set-up just as the light began to fade, meaning I could crack open a beer or two, watch the fire, listen to the wildlife and admire the stars while still being tucked up in my sleeping bag before 10pm. Despite the resident owl hooting, the deer calling and the scrabbling from a badger set located 15 metres from my tent, I got a pretty good night’s sleep.

Camping is never conducive to getting a lie-in and this was no exception, but the dawn start meant I could get packed up and on my way long before the roads got busy. Considering I was jumping the big 1290 over whoops the day before, it never ceases to amaze me just what a potent on-road weapon KTM’s flagship adventure bike is with its super-accurate handling and highly entertaining power delivery. 

The chances of going on more camping trips are diminishing rapidly as although I wouldn’t say I’m a fair weather camper, I do definitely prefer lighter evenings where you can sit out rather than hunkering in your tent in the rain and the dark. My one night away was fairly impromptu, but an experience that I’ll remember and a good lesson to make these biking memories when you can, no matter how short they are. Give it a try, I guarantee you won’t regret it…

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Update six: Cool dad’s new taxi – Michael’s kids get a taste of the big 1290 both on and off-road

Published 24.10.23

I’m not a big fan of riding with a pillion but I do make the exception when it comes to my own daughters. One of the main reasons is their enthusiasm. I don’t take them on the back often so when I do, they genuinely seem to love it and it also scores me ‘cool dad’ points which aren’t always easy to come by given that they’re teenagers!

Quite often it’s only for a short ride, but there have been a few exceptions. The most recent of which was a 150-mile trip from deepest Dorset to Hertfordshire. With time on our hands we didn’t have to sit on the motorway, instead weaving across the counties on a mixture of B-roads and fast A-roads.

The big KTM takes it all in its stride. With an abundance of power and torque it never feels lacking despite the extra weight. This in turn means any overtakes are brisk and effortless, and it’s rare that you even have to come out of sixth. Suspension-wise it feels planted and in some ways even more plush with the weight meaning the rear shock especially is operating further into its stroke.

Although there weren’t any complaints, the pillion seat is quite high compared to the rider’s position and it’s also fairly narrow, which could become an issue for longer trips. But the distance from seat to footpeg is generous, which helps the pillion feel secure. Still beaming from the ride, my middle daughter Laria said: “It’s fun and I love the way we just overtake cars and never have to sit in traffic jams. But the seat could be more comfortable.” 

Not to be outdone by her sister, Nissa has been on the back of plenty of my bikes, but up until recently not the 1290. She’s an adventurous type so when I suggested we go for a ride and also take in some off-road riding – she agreed albeit slightly nervously. 

After a couple of hours exploring local green lanes it was hard to keep the smile off her face. Starting out pretty tame, we took in more challenging ones as the ride progressed and the bumpier or steeper they got, the more she giggled. I like the sound of the 1290 but hearing the sound of one of your kids laughing over it is even better.

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Update five: In its natural habitat – After a few false starts Michael
gets the big 1290 off-road and it’s an absolute revelation

Published 20.09.23

Unless you like the colour orange, there is only one other real reason to buy a KTM 1290 Super Adventure R over its big adventure bike rivals – and that’s its off-road pedigree. 

Despite having had the bike since April I haven’t, until now, managed to get the monster 1301cc V-twin off-road. I had a great plan in place to ride some of the ACT (All Country Tracks) route when I was on the Isle of Man for the TT, but a split O-ring on the water pump housing and subsequent coolant leak ended that idea before it had even begun.

Three months later I found myself heading west and where better than Sweetlamb in mid-Wales where I was able to play on their 6500-acre site which features over 30 miles of fast tracks and fire roads, all on private land. In preparation I fitted a set of Dunlop’s all-new 50/50 adventure tyres – the Trailmax Raid, as half the fun of riding off-road at Sweetlamb is the roads you need to navigate to get there. 

Other than that there was no other preparation necessary since the 1290 R is ready to rumble with hand guards and crash bars as standard. Riding a 250kg fully fuelled adventure bike off-road should be a daunting experience and while I’m not saying it doesn’t take a while to get dialled in, the KTM is a grin-inducing experience like no other. And while the power is impressive, it’s the low down grunt that makes it so memorable.

Over the course of two days I gelled with the KTM, taking in everything from high-speed runs on the wide tracks that snake through the complex right down to navigating muddy ruts and pretty much everything in between. 

Even slow-speed manoeuvres are relatively simple thanks to the bike holding its weight low due to the low-slung split fuel tanks. It is still tall, so you have to stay on your guard as you don’t have to get it leaned over too far before it takes some serious effort to haul it upright again. But despite hours of riding in the dirt, I stayed upright.

With some fairly serious off-road riding under my belt, I want more. Going to Wales every week unfortunately isn’t an option but with the boost in confidence the plan now is to head out on some local green lanes. I have a 50-mile route within a few minutes of my house. It’s nothing too technical – so long as it’s not wet.

My normal weapon of choice for riding the loop is my own KTM 690 Enduro R which is like cheating. I’ve been round on an 890 Adventure R and that went pretty smoothly, so I can’t see why I wouldn’t be able to make it round on the 1290 as well! 

Loading up

Other than changing the tyres the only addition I’ve made to the 1290 is fitting some panniers. I opted for the KTM Power Parts Touring case set (£859.99 + £180.36 for the case carrier). In total they can hold 70 litres (split 38l and 32l) and aren’t overly wide.

Although they’re not the hardcore, rugged metal boxes, which are available, they have the advantage of not requiring any additional framework, which keeps the weight down and means you’re not left with ugly racking when the panniers aren’t in use. Although the racking does do a good job of protecting the bike in a crash – especially the vulnerable and expensive exhaust silencer. 

Personally I try to avoid riding with metal panniers off-road, as despite their convenience of being cavernous and secure, there have been cases of people suffering nasty injuries falling off in the dirt and getting their trailing leg squashed. 

For any off-road riding where I need to carry a lot of kit, I’ve got the Kriega OS base system which is essentially a harness to which I can attach two 18 litre soft panniers (£389). I’m now hatching a plan for some off-road/camping action before the weather turns.

Although I love riding the highly engaging KTM on the road, it finally feels like I’m starting to use it for what it’s truly intended. 

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Update four: Not in the plan… Two breakdowns in two weeks scupper IoM riding idea

Published 29.09.23

Well, it’s fair to say that recent ownership of the mighty 1290R has been frustrating as I barely got off the ferry to the TT when I noticed a significant coolant leak. Initially hard to identify, it transpired to be coming from the water pump casing which looked like a fairly straightforward fix. But the reality was that to get the access needed, along with being able to re-fill the lost coolant, both fuel tanks needed to be removed. Not something that I had the knowledge or tools to resolve.

It turned out to be a small nick in the O-ring on the water pump casing that caused the leak, but it was a big job in terms of man hours, even though the faulty component only cost a few pounds.

As soon as the bike was repaired it was time to make the return crossing and the 185-mile journey home. Having brimmed the bike with fuel in Douglas my plan was to get home to Hertfordshire in one hit, but it wasn’t to be. 

Sitting in the fast lane of the M1, the 1290 cut out momentarily before chiming back into life only to then splutter again before losing all power. This being a ‘Smart’ motorway, there was no hard shoulder, but I was able to work my way across the four lanes and into the slow lane.

The problem felt like fuel starvation, but with 190 miles of tank range still showing I was confused. I hoped to make it to the emergency layby, but with no power and it being on a slight uphill I had to abandon that goal, park the bike in the gutter with the hazards flashing and jump over the Armco barrier to some level of safety. 

A call to recovery instructed me to ring 999 as I was on a ‘live’ motorway, which meant traffic officers arrived then followed in their car keeping the lane shut while I pushed the 250kg fully-loaded 1290 a quarter of a mile to the layby – an exercise regime I’d like to never repeat. They weren’t keen to help push due to all this happening in the midst of a torrential thunderstorm!

In the end I was quickly recovered by the AA who, to their credit, were excellent and got me home. And it turned out that the problem with the bike was that when the tanks were replaced during the first repair one of the fuel taps had been left shut. So human error rather than another technical issue. The bike has been faultless since.

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Update three: Long-legged short-loaner – Chris steals Michael’s big KTM for
a tour of the Lake District

Published 17.07.23

Words by Chris Newbigging

Michael left his KTM in the MCN shed while he took some time off: if you don’t nail a good bike down around here, it’ll be on the move soon enough… I had (and loved) a KTM 1290 Super Duke R back in 2018, so the unused Adventure R was the perfect bike to nick for a trip to the Lake District with three friends on comparable adventure bikes.

Some of that Super Duke spirit came through as soon as I reached the first national speed limit: next to the imperious BMW R1250GS, the super-serious Ducati Multistrada V4 and the gentlemanly Triumph Tiger 1200 in our posse, the Austrian contender is a mischievous blighter: lighter, punchier and generally sportier than the rest, it’s easy to get carried away fooling around while your pals waft along in typical adventure bike style, either unimpressed or slightly jealous at the silliness it lends itself to…

The beauty of that 1301cc twin is that it’s not just a hooligan tool: short-shift or cruise in top, and it’s civilised, frugal even. The KTM lacks the big tank of the competition (and the accompanying mass/girth too), but the Multistrada Rally rider in our group was doing the internationally-recognised ‘point at the fuel cap’ signal at the same time or earlier than the KTM.

The sacrifices KTM made in order to make it the more potent off-road tool became apparent as the motorway miles rattled by, and the Lakes drew closer. Those straight handlebars and narrow, firm seat are great for control in a standing position, but the hard seat was the least comfortable despite the sculpted shape.

KTM’s own Powerparts seats are surprisingly reasonable – from around £180 – so a possible solution isn’t necessarily expensive. The handlebar issue might be trickier to solve, as the greater backwards sweep I’d like might compromise its enduro credentials, though the clamp position is adjustable as standard, so that’s something to play with, too.

The 1290 was a joy once I reached the roads of Cumbria – panniers loaded with kit didn’t undermine the playful feel, and the Dunlop Trailmax Raid (50/50 dirt/road) tyres handled quick road riding surprisingly well as long as you keep things smooth. There was none of the tread-block ‘creep’ I feared, and 600 high-speed tarmac miles didn’t unduly wear them. Plenty left for when Michael next gets it mucky.

Comfort aside, it does everything the other bikes did, in a unique way, with the advantage of being sportier and more aggressive. I can see why Michael chose it – and, I’d do likewise over the R1250GS and Multi V4, because you’d have to put a lot of work in to match the KTM’s sporty feel, whereas I suspect the KTM’s comfort issue is a quick and easy fix. That’ll be something for Michael to investigate – once the confusion of the increased odo reading has passed…

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Update two: Ready for the island – 1290 gets off-road ready in a bid to explore the unseen IoM

Published 03.07.23

This week I’m joining thousands of fellow bikers and making the annual pilgrimage to the Isle of Man TT. Having got to know the 1290, I’ve set out to tackle the bike’s biggest single issue which is wind noise and wind protection from the adjustable, but low screen. 

Knowing I’d be making the 200-mile journey to Liverpool to catch the Steam Packet ferry, I looked at aftermarket options or even fitting the bigger road-going KTM 1290 Adventure S screen. But for now I’ve gone with a deflector that attaches to the top of the original.

At £116.94 from KTM Powerparts, it’s not cheap, but it works… to a point. The extra height reduces turbulence, but it’s not a game changer. What it has done is make motorway miles more bearable with the screen on its highest setting and when the screen is in the lower position it’s out of the way for more technical riding.

While the majority of my time on the island will be spent working, writing the race coverage for MCN, there is one rest day where I’m hoping to get out for a proper ride. Unlike most I won’t be doing a lap of the TT course, instead I’m hoping to get off-road.

In preparation for this I’ve signed up to ACT (Action Country Tracks – €39 for Silver membership) which is a downloadable GPX route of on- and off-road riding across the UK and many other parts of Europe. The five-day UK route takes in Wales before heading across the Irish sea for a 100 mile loop on the Isle of Man before returning and crossing the country from West to East. 

In terms of bike prep, I’ve fitted a set of the new Dunlop Trail Max Raid tyres. Having been on the launch of this tyre in Italy, I was very impressed, especially with the road performance from what is a 50/50 on/off-road tyre. So the combination of riding over the next two weeks will be a good test for the tyre and for me to understand the off-road credentials of KTM’s flagship adventure bike.

One disappointment with the 1290 is that shortly after the first service the cruise control stopped working. It feels as though the switch on the handle bar has failed, so annoyingly I need to take it back to the dealer to get that looked at. 

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Update one: Bad to the bone – KTM’s latest 1290 Adventure R will take you anywhere…quickly!

Published 19.04.23

The latest KTM 1290 Adventure R is the Austrian manufacturer’s flagship adventure bike. It’s an uncompromising and unapologetic approach that seeks out ultimate performance in favour of creature comforts, but what’s it like in the real world? It’s early days but with just over 600 miles on the clock these are some first impressions….

In-your-face performance – hit

Nearly 160bhp and 101lb.ft of torque are big numbers in anyone’s book – especially on an adventure bike that is designed to be used both on and off-road. But it is the way the 1290 delivers those numbers that means it’s hard to keep the smile from your face.

KTM have a proud history of hard-hitting performance and the 1290 is no exception. Yes it’s smooth, yes it’s grunty, but you’d better be ready for when you crack the throttle and the revs climb because it feels like every last one of those 160 horses wants to come out to play.

There are, of course, plenty of electronics and mapping options to keep things in check, so it can be ridden conservatively, plus the bike’s really well dialled-in quickshifter and auto blipper make it a smooth ride – perfect when you have a pillion on the back.

Switchgear concerns – miss

First up, there is nothing amiss with the 7in TFT dash. It’s crisp, clear and the graphics are top notch. What I’m less keen about is the switchgear and the navigation of the system itself. I’m sure I’ll get used to it but I don’t find the menu particularly intuitive. My bigger concern is the switchgear itself, although easy to operate the buttons are raised and I’m a bit sceptical as to how they will function and be able to be cleaned when riding off road.

It’s well suspended – hit

It may not have all-singing, all-dancing electronic suspension like it’s BMW, Ducati and Triumph rivals (the 1290 S does), but what it does have is high quality, fully adjustable, big-travel suspension front and rear.

So far I’ve only done road miles so I can’t comment on the off-road set-up, but it feels planted, well supported and stable. Carrying a pillion when my 8 stone daughter joined me for a 60-mile ride didn’t throw up any major dramas for the standard suspension set-up.  

Call that a screen? – miss

To be fair the front of the bike is quite high to begin with, but the first time I used the dial to adjust the screen I couldn’t believe it was already at its highest setting and when I turned the control it only went lower. In reality though it’s not a disaster. I’ve done miles with a road and a peaked adventure helmet and although you’re certainly not cocooned in a wind-free bubble there is no nasty turbulence. There is, however, a lot of wind noise.

Keeping it centred – hit

It’s tall, but with its low-slung fuel tanks and clever mass centralisation, it surprises me every time I take it off the stand. At 221kg dry, it’s no lightweight but it feels easy to manoeuvre. Getting the bike in and out of my garage is a good test for this. Firstly it’s quite a narrow entrance and secondly there is a 5cm high threshold to cross coming in and out. I’ve had a whole range of bikes in the garage over the years and this is one of the easiest.

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About the tester

The KTM 1290 Super Adventure R is uncompromising in its bid to be the ultimate off-road focused big capacity adventure bike. My plans for 2023 include riding to some of the highest peaks in the UK along with a healthy amount of off-road.

Contact: michael.guy@motorcyclenews.com