Four stroke, 75°V-twin cylinder, DOHC, 4 valves per cylinder
Capacity
999.8 cc / 60.9 cu-in
Bore x Stroke
101 x 62.4mm
Cooling System
Liquid cooling
Compression Ratio
11.5;1
Induction
Keihin Electronic Fuel Injection EMS
Lubrication
Pressure lubrication with 2 Eaton pumps
Engine Oil
Motorex, SAE 10W-50
Exhaust
Twin stainless steel silencer with regulated catalytic
converter
Ignition
Contactless, controlled, fully electronic ignition system
with digital ignition timing adjustment
Battery
12 V/11.2 Ah
Starting
Electric
Max Power
96.5 hp / 70.5 kW @ 8500 rpm
Max Torque
95 Nm / 70.1 lb-ft @ 6500 rpm
Clutch
Wet Multi-disc hydraulically operated,
Transmission
6 Speed
Final Drive
Chain, X-Ring 5/8 x 5/16"
Primary Drive
35:67
Final Drive Ratio
16:42
Frame
Tubular cromoly spaced frame. powered coated
Handlebar
Aluminium, tapered, Ø 28/22 mm
Front Suspension
48mm WP USD forks
Front Wheel Travel
250 mm / 9.8 in
Rear Suspension
WP-PDS rear shock, hydraulic spring preload
Rear Wheel Travel
255 mm / 10.0 in
Front Brakes
2x 300mm Brembo discs 2 piston calipers
Rear Brakes
Single 240mm Brembo disc 1 piston caliper
Front Wheel
2.15 x 21'';
Rear Wheel
4.25 x 18''
Front Tyre
90/90 -21
Rear Tyre
150/70 -R18
Steering Head Angle
63.4°
Rake
26.6°
Trail
119 mm / 4.68 in
Wheelbase
1570 mm / 61.8 in
Seat Height
915 mm / 36. in
Ground Clearance
316 mm / 12.4 in
Dry Weight
199 kg / 438.7 lbs
Fuel Capacity
22 Litres
/ 5.8 gal
Reserve
4 Litres
By creating the 990 Adventure, KTM intended on giving the
normal rider a feel of what a Paris Dakar pilot experiences during the
exhausting race. I reckon the Austrian manufacturer did a damn good job both
winning the Rally many years in a row and riding the streets and the
wilderness, the goal being to reach your house’s front alley, not a truly
challenging finish line.
First introduced in 2003, the KTM 950 Adventure S (yes, it
started with the “S” and then got rid of it, producing in parallel two
models) was an incredible entry as it featured the reliability, performance
and style of the racing motorcycles that inspired its creation. The LC8
V-twin engine was a must from the very beginning and it displaced 950cc. A
true on-and-off-road machine, the 950 Adventure’s engine developed an
impressive 98.00 HP (71.5 kW) @ 8000rpm while maximum torque (95.00 Nm) was
reached at 6000rpm. Color was KTM Orange.
2004 model year marked the addition of Silver and Black colors which weren’t
kept for future years as in 2005 the “S” became a replica of Dakar Rally
Racers while the simple version was Black painted.
In 2007 the cylinder capacity increased to 999cc resulting in what a rider
can buy today, excepting the 2008 finishing touches. The V-twin is now fuel
injected and a regulated catalytic converter allows it to meet Euro |||
regulations. The ABS came naturally, exactly how the fun will come as you
gather miles on it.
It sure doesn’t have many competitors, but sometimes a
single one is enough to get things going in a whole other direction that the
manufacturer anticipated. Even though great fun, awesome performing and
orientated towards style and comfort, the Suzuki V-Strom 1000 doesn’t manage
to dethrone the 990 Adventure. That would mean beating it at its own game.
The Suzy is incredible versatile and adaptable to any kind of riding style
so you will have no problems riding it across town or across the Desert.
It’s just a matter of taste and ambition. Anyway, the 996cc, four-stroke,
liquid-cooled, fuel-injected 90 degree V-twin featuring four valves per
cylinder is perfectly suitable for the task and performs excellent.
It beats the KTM when it comes to comfort as its seat feels like taken off a
touring motorcycle and the height-adjustable windshield keeps you well
protected. Suspensions are also good and together with the chassis deliver
an easy to handle ride. You will often see the V-Strom right next to the 990
Adventure both on the freeway and in off-road incursions and that proves a
lot.
Usually when I imagine a Dual Sport motorcycle I tend to
miss the fairing part which is so defining in this case. But my brain seems
to be still denying the presence of all that covering plastic which looks
like molded on and modified in order to look aggressive and kind of cool.
This is how you’ll explain the sharp lines encountered only on the 990
Adventure and Adventure S.
It is all about geometry and similitude. For example let’s take the entire
front appearance of the bike (the form of the fairing, especially) seen when
coming towards you and the shape of the headlight? Despite the size
difference you can not miss this detail. The windscreen is perfectly
positioned, almost at a 90 degree angle, so that it would offer good wind
protection even when the rider is raised up on its feet.
Fully faired and good looking, this KTM proves that designers did their
homework. No matter the color of the bike (Orange, Black or Blue) the lower
half of the fairing isn’t painted, but made of tough material that won’t be
scratched easily when passing through a river and touching branches or
anything that might require a trip to the paint shop.
Last weekend I was overwhelmed by the Adventure’s impressive
abilities both on and off the road because the sensations that it delivers
are truly unique and worthy of bragging words. When I got the bike it was so
clean and shiny and although I knew things weren’t going to stay that way
for too long I preferred keeping it on the pavement for a while. Here I
noticed that the bike is pretty effective even when used in town. The 98bhp
of the LC8 engine can be harnessed with a little bit of effort and the bike
will remain properly balanced even at slow speeds. But when it comes to slow
speed maneuvering, that’s where you have a problem because it tends on
losing stability. KTM built the Adventure for being ridden hard in any kinds
of conditions so being a bit tall and pretty demanding doesn’t help a lot
between sitting cans. Well, you can always choose to make your own road and
take it between the blocks and through deserted areas on the outskirts.
Getting tired of the slow speed maneuvering fatigue, I took the Adventure on
the freeway so I could get a feel of how it performs under hard acceleration
at relatively high speed. Excellent! No matter in what gear I was in,
neither the rpm levels, the V-twin delivered the needed grunt that made the
KTM feel able to pass cars with no problem whatsoever. Throttle response is
great, thanks to the fuel injection system, and the bike will go ahead and
amaze you with every twist of its throttle. Passing cars is no problem as
this beauty can easily go with 130mph.
But let’s face it, who am I kidding? The off road is where the 990 Adventure
belongs and I was in for a rough ride. The trails are a kid’s play and I
didn’t manage to find it lacking the ability to suppress any obstacle that
it has encountered. This bike relies on its race-inspired character to save
the situation and it does it with success every single time.
I adored pushing it out of the corners so that the rear wheel would lose
grip and I would make a nice figure, but that was kind of a risky situation
at first because I found myself trying to straighten the bike with my left
foot. After getting used to it I had a lot of fun.
I’ve always dreamed to split the see’s waves in two with a bike’s front
wheel and I couldn’t find a more appropriate bike then the 990 Adventure so
I took it down a lonely beach where you can find many riders, only that on
top of horses, so I was kind of a scary beast there. Even so, it felt great!
The gearbox felt precise and easy to operate as I went through its six
ratios while the smooth clutch made life easier for the adventure seeking
rider. What also receives a big plus from me is the windscreen which
protected me from the wind while I was getting a fever in my lower body from
the riding position.
ABS brakes come standard and they sure get the job done. While I was hardly
braking to avoid a big wave that would have left me swimming with the
fishes, I noticed that even when the grip is sublime, but doesn’t exist, the
990 Adventure comes to a complete stop and lives to fight another day.
Conclusion
Passing from street use to off-road hardcore exploiting has
never shown a prettier face than the KTM’s 990 Adventure and I bet it won’t
do it for a very long time ahead. My reasons are simple and very clear: no
other manufacturer has the potential or the experience to deliver the
performance (in the given category) of the filled-with-heritage Adventure
and nobody (except the decent V-Strom) even tries it, so why worry? Just go
for the best.
Any corrections or more information on these motorcycles will be kindly appreciated.