During the Motofest 2024 Classic weekend, the 4Riders Magazine team and I had the chance to test ride the new KTM 790 Adventure. For 2024, the 890 Adventure disappears and is replaced by the 790.
The 890 Adventure was a wiser version than the 890 Adventure R, which is definitely more off-road. I’m inclined to think that buyers looking for a more docile bike than the R were more inclined towards the Husquvarna Norden 901. The latter offers more in the way of adventure. It’s also more versatile, but with dimensions worthy of adventurers. So, with the more docile 790, KTM fills a gap in the mid-size adventurer range. Its $13,500 price tag and friendlier size make it an excellent option for a first-time adventurer.
Suspension dimensions
The 790’s dimensions are very appealing to those with less experience on adventurous bikes. A saddle located at 840 mm in the low position or 860 in the high position proves a good asset for people like me who aren’t very tall. The 790 also handles better on the road than the 890R, thanks to its 43mm WP APEX front suspension with 200mm of travel. At the rear, a WP APEX Monoshock offers the same travel. Both suspensions are preload-adjustable for enhanced comfort. With a ground clearance of 233 mm, the 790 will also do very well on unpaved roads.
Engine
The 790 is powered by a 799 cm3 parallel-twin engine. A 20% increase in crankshaft weight improves engine smoothness. A sign that the KTM 790 is made for wide-open spaces is that the engine is equipped with a new knock-control system in the event of refuelling with lower-quality petrol, which is often found far from major centers. KTM also advertises a 15,000 km service interval. I’m a little embarrassed here… owning a KTM myself, I NEVER exceed 5,000 km…
The six-speed transmission, which has also been revised, offers better lubrication and works more smoothly. An improved but optional “Quickshiter” is available for quicker gear changes.
The electronic section
In terms of electronics, the 790 offers a lot. However, you’ll have to pay for the “TechPack” option. In addition to the Road, Rain and Offroad riding modes, this option includes a configurable Rally mode, which lets you take full advantage of the 790’s potential. All these riding modes and other information can be accessed via a 5” TFT screen. The menus are fairly easy to access, but I recommend getting to know them before you hit the road.
A Turn-by-Turn + navigation application is also available, but will require a Bluetooth module that can be installed by the owner. Once installed, a visit to the workshop is required to activate it…
Ergonomics
It’s a little hard for me not to praise the riding position of the 790. Used to my 890R, which is bigger, when I settled on the 790 everything was easier…
In my opinion, the position of the 790 is just right for adventure. Its footrests, located directly in the center of the rider’s seat, make it easy to go from sitting to standing without having to pull on the handlebars.
When seated, the knees are more forward, which results in an almost neutral position on the bike, i.e. the rider’s weight is well distributed and doesn’t affect front-wheel behavior by having too much weight on the rear wheel and vice versa.
The right-sized handlebars also make it easier to position the elbows open and high, to help position the body when riding upright.
Protection from the elements isn’t too bad. The high, straight windscreen with a small air vent minimizes turbulence.
The large 20-liter fuel tank lowers the center of gravity and also helps the bike handle well.
Riding the 790
The dimensions of the bike make it easy to get to grips with. The first section of the test ride consisted of a stretch of freeway. The 450 Rally-inspired windscreen, higher than on the 890, does a good job. The bike’s handling is stable and the engine responds well. For overtaking or to get out of a precarious position, it’s best to go for more than 4,000 rpm. At these revs, the engine unleashes its cavalry, and the 790’s 95 HP make themselves felt. Like its larger Norden and 890R siblings, the engine is docile at low revs, but offers a nice power curve as you climb the revs.
In the corners, the 790 handles well. With less suspension travel than the 890R, it’s very stable and easy to steer. And that’s despite its 18“ and 21” wheels. Tubeless wheels. I hope that KTM has corrected the small problems with its tubeless wheels. Several Norden and 890 owners have complained about this. I myself converted mine to tubeless after experiencing air pressure losses.
On gravel roads, the 790 is in its element. Capable of sustaining a good pace, it’s easy to place in the direction you want. On the other hand, the Pirelli Scorpion Rallye STRs fitted to the 790 required a drop in air pressure to aid traction, but that’s another debate altogether… If you want to go deeper into the forest with the 790, like on small trails, the limits of the suspension will call you to order. As much as the engine and chassis of the 790 seem to want to play, it’s easy for the engine protectot skid to rub against the ground. The pace has to be adjusted.
In my opinion, the 790 Adventure is an excellent option for anyone starting out in the segment and looking for a bike with good road handling that’s also capable of playing on the trails. Compared to the Transalp, the new F800gs or the Vstrom 800DE among others, the KTM offers a lot. Especially if you’re not a giant! Used to my 890 or T7, riding the 790 felt like riding a bicycle.
Worth considering, but…
The 790 is a true KTM, and although wiser than the 890R, it handles paved and unpaved roads very well. It’s got the “Ready To Race” DNA, but let’s hope it doesn’t have the bumps and bruises often found on KTMs. In my opinion, this is a legitimate question, especially in view of the cams that wear out prematurely on the engines powering the first-generation 790s, 890s and Nordens. Especially since the 790’s engine is the result of a partnership between KTM and CF Moto.
KTM was right on target in 2019 with the 790 Adventure. Unfortunately, a number of teething problems put the brakes on buyer interest. They turned to the Yamaha T7. KTM corrected the situation with the 890, but the cases of abnormal cam wear circulating on the internet have left buyers looking to models like Honda’s Transalp or Suzuki’s DE. Both these models come from brands whose reliability is not a concern. Not forgetting here that BMW’s new F900GS seems to have what it takes to compete well in the segment.
All the same, the KTM 790 remains a really well-balanced and enjoyable bike to ride. I’d even go so far as to say it’s a pleasure to ride for a long time, because it’s so comfortable. Despite the small question marks over reliability, the fact remains that the 890 and Norden are very popular bikes, and the 790 will become so too. So, with the right preventive maintenance, you can have a lot of fun with the 790.
Pros:
- Easy to ride.
- Playful
- Comfortable
- Attractive price
Cons:
- Preventive maintenance needs to be more regular than a Japanese model.
- Jean-Philippe Tremblay
- Columnist
