How much is excessive? Nothing is too much within a four-story structure in Mattighofen, Austria. Numerous engineers, technicians, and test riders for KTM are housed under one structure. You can trust that everyone at that facility will go above and above to ensure that any motorbike with the brand Super lives up to its reputation. The bike in question is a 2022 KTM 1290 Super Adventure R Motorcycle. KTM never has enough, but is enough for them too much for human beings?
2022 KTM 1290 Super Adventure R Motorcycle – Features
Those were challenging targets for KTM to meet since it had to maintain performance levels while complying with Euro 5. With redesigned oil routing, a diamond-like coating on the camshaft followers, and Grafal anti-friction coating on the piston skirts, friction was first reduced. Two spark plugs are ignited in each cylinder by fresh stick coils. Two different tall, thin radiators, as opposed to a single, colossal radiator, have improved the cooling system’s efficiency.
The SAR’s continuing power output is also affected by modifications to the intake and exhaust systems. Sand is now cleared to the bottom of the air box instead of being trapped between horizontal slats and is accessible by removing the little storage box in front of the fuel filler. New head pipes are attached to the exhaust system’s hydro-formed collector, which has two catalytic converters and feeds into a new stainless twin-tip muffler.
You may quickly prove that the Super Adventure R’s overwhelming power is unaffected by the Euro 5 limitations by screwing the ride-by-wire throttle to its stop. One of the most thrilling power delivery in all adventuresome is the LC8’s strong torque impact, followed by a surge of horsepower up to the 10,500-rpm redline. It may not have the most excellent output in the ADV sector.
Choose Sport mode on the sleek, brilliant 7-inch TFT screen to experience the full ferocity of the LC8 together with a responsive throttle. Even with such rapid delivery, the fueling is neither abrupt nor twitchy, which is excellent on a motorcycle with long-travel suspension and knobby tires while you’re bent over. Add a few more dollars to your tire budget since KTM’s lean-sensitive Motorcycle Traction Control (MTC) does permit some rear wheel spin in the Sport mode. The street mode still gives the rider full power, but since the throttle response has been reduced from 11 to a manageable 8, the delivery is less quick. The emphasis is silenced, the traction control is on the high nanny, and the throttle response is as soft as Manilow when the rain mode is on.
Additionally, there are choices for dirt duty: One is a $174.99 dealer-installed option, while the other is standard equipment. On most two-track and dirt roads, the off-road mode is standard equipment and quite effective. For simple yaw control on dirt roads, this option allows the rear wheel to spin twice as quickly as the front. Furthermore, the mode changes the Bosch 10.3 ME combined ABS into a very effective off-road option that keeps the front antilock brakes engaged while disconnecting the rear.
The ABS and MTC’s cornering capabilities are both deactivated in this mode. The Off-road way is fantastic all around. Spend the additional money on the Rally pack, though, if you want to get the most out of the Super Adventure R’s performance and dirt-throwing abilities. Alternately, spend even more money on the $749.99 Tech package, which also comes with the Rally package, Motor Slip Regulation, Quick shifter+, and Hill Hold Control.
The 1290 Super Adventure R’s electronic assistance may all be controlled through the rally, which is the most flexible and efficient method. Set-and-forget is effective, but Rally allows you to adjust almost every setting, including throttle response, ABS, and rear wheel slip. You may choose on-road or off-road ABS as well as Sport, Street, Off-road, or Rally throttle response before you go. A thumb or index finger click on the road or trail changes the rear traction or slip through nine levels, with one being the least restrictive and nine being the most—what an ideal time to be alive when you can dial a slide on the go.
Levels 1 and 2 provide the rear tire the freedom to be rowdy in the mud and turn quickly—almost too quickly—due to the available power. For managing the pendulum’s swing, I found levels 3, 4, and 5 to be the most useful; level 5 also performed well when driving.
Rear-wheel steering is fun and effective when so much force is in the mud. But to achieve that, you need a front end that inspires faith in its capacity to remain still and respond rapidly when necessary. To do this, KTM modified the Super Adventure R’s chassis. For improved agility and reactivity, the steering head has been repositioned 15mm rearward on the chrome-molybdenum trellis frame at the front. A two-degree forward rotation of the front engine mount has improved stability and front tire contact. The swingarm has also been extended by 15mm for enhanced traction and tracking. Everything works; choose your target, swing your back out, cross your upper body over the front, and be sure that 545 pounds of a fully fueled SAR will travel in the direction you want.
It is feasible to sit down and rail the inside of tight turns, but you’ll feel the bike’s weight. A three-piece 6.1-gallon tank and a seat design that distributes the majority of the gasoline and weight down and to the sides of the chassis like on KTM’s midsize 890 Adventure, however, lessen that sensation compared to prior versions. In addition to concentrating the SAR’s bulk, this also results in a smaller “tank” region between your knees while standing. When necessary, shifting the rider’s weight forward is significantly more straightforward, and side-to-side motion requires less effort. Despite its significant heft and dimensions, the KTM 1290 Super Adventure R handles surprisingly well.
When traveling, that physical bulk does aid by providing a mostly pleasant ride. The handlebars are within easy reach, and the breadth of those bars offers ample leverage for rapid and robust inputs. For those of us with smaller inseams, the seat height has been dropped to 34.6 inches, but because of the smaller seat-to-foot peg length, your legs may feel a little confined. Not to worry. Simply get up for a short while on lengthy vehicle trips. However, for me, a higher seat would be the first modification.
Quinn Cody, a Dakar hero, was enlisted by KTM to assist in redesigning the Explore suspension from WP. A 48mm fork has a split function, with one leg controlling rebound and the other compression damping. An external preload adjustment with three settings is present on both legs. Along with compression and rebound damping, the PDS (progressive damping system) shock also has an external preload adjustment.
Balance front to rear is accomplished without the glaring fore and aft weight transfer on heavier bikes with long-travel suspensions. On the road, both fork and shock create a soft feel that absorbs practically any pavement imperfections. Front and back travel, in this case, is 220mm, or 8.7 inches. With chunky Bridgestone Battleax Adventure cross AX41 tires on cobblestone backroads, I could ride as fiercely as I dared by tightening the suspension by two clicks front and rear.
Once you are off the road, it is immediately evident that KTM and Cody have done their research on the suspension settings for the SAR. It would seem unreasonable for a motorbike that weighs more than a quarter of a ton to be as maneuverable in rugged terrain as the Super Adventure R. I would wager many paychecks that none of the enormous ADVs now on the market could compete with the 1290 R in the dirt, even though the bike isn’t nearly as unique as the 890 Adventure R. I often laughed out loud in disbelief as I slammed into water bars, little whoops, and vast rock fields. All of the distance will undoubtedly be used, but when it is, the 1290 R flies straight and accurately to your target. The chain noisily slaps the swing arm’s bottom during these motions, and the center stand thinks into the ground. Even so, the fast EXC-F dual sport from KTM has that familiar feel.
It is a beast and a bruiser, indeed. However, this Super Adventure R is also better than the previous version. The new 7-inch TFT dash is substantial, stylish, and well-designed. When you adjust settings, animations and graphics vividly show what occurs, and the light-sensitive display is quick to read. Although it would have been ideal to have the adaptive cruise control from the S model on the R since shredders also like to unwind, cruise control on the R functions as it should. The Quick shifter’s clutch-less up- and downshifts are quick and accurate owing to a redesigned aluminum shift drum and bronze-coated shift forks. For further assurance, revolving LEDs illuminate the inside of the gloomy mountain nooks in the dazzling LED lights.
As it once again lifts the off-road standard while still being a capable road mount, KTM’s biggest and most potent Adventure maintains its impressive performance. Please assist anybody or anything that stands in the way of the 1290 Super Adventure R’s next fuel stop. The SAR will push through the most challenging challenges and inquire, “Is that all you’ve got? What comes next?
KTM has been able to get more out of its most.
2022 KTM 1290 Super Adventure R Motorcycle – Price
The new 2022 KTM 1290 Super Adventure R Motorcycle is available for $19,499 only.
2022 KTM 1290 Super Adventure R Motorcycle – Technical Specifications
|Power In KW||118 kW|
|Clutch||PASC (TM) slipper clutch, hydraulically actuated|
|EMS||Keihin EMS with RBW and cruise control, double ignition|
|Design||2-cylinder, 4-stroke, V 75°|
|Lubrication||Forced oil lubrication with three oil pumps|
|ABS||Bosch 10.3ME Combined-ABS (incl. Cornering-ABS and offroad mode)|
|Front Brake Disc Diameter||320 mm|
|Rear Brake Disc Diameter||267 mm|
|Frame Design||Chrome-moly tubular space frame, powder-coated|
|Front Suspension||WP XPLOR-USD, Ø 48 mm|
|Rear Suspension||WP Xplor PDS shock absorber|
|Steering Head Angle||64.7 °|