Some motorcycles hijack the imagination more than most, and the KTM 790 Adventure R (now the 890) has always had a special place in my motorcycling bucket list. Having finally spent a week with it, including some off-roading and a long ride down to Goa, this is easily one of the most intoxicating motorcycles I’ve ridden, even if it has more than a few drawbacks.
The easiest way to understand this motorcycle is to think of it as somewhere in between an ADV and an enduro-style dirt bike – a big-capacity travel enduro, if you will.
Yes, it will tour and it’ll commute as well, but those are mere side quests in the storyline. This bike was born to be as off-road capable as something this big could be and its design tells you as much. It’s an awkward-looking thing from some angles and a beast from others.
The famous underslung fuel tanks make up a sizable part of the design but play an even bigger role in the riding experience. Tucking 20 litres of fuel low along the sides has a beautiful effect on the weight balance. There’s no massive fuel tank ahead of you and none of the top heaviness you’d expect from a big ADV.
Instead, you’re treated with a surprisingly slim, almost dirt-bike-like interface that helps this bike have the best standing ergos I’ve experienced in its class. At 880mm, the seat height is towering and the seat itself is wide enough for road comfort. Taller riders will feel right at home, but short folks will need a good dose of skill, confidence and experience to enjoy this bike, especially off road.
The fuel tank is filled from the top as with any other bike, but the fuel gauge only becomes active once the tank drops below half. Similarly, the distance-to-empty readout starts to function only below the 200km mark, but these are just minor quirks and far better than having just a simple low-fuel warning light.
890 Adventure R Performance and Refinement
Engine Displacement 889 cc | Max Engine Power 103 bhp @ 8000 rpm | Max Engine Torque 100 Nm @ 6500 rpm |
Number of Gears 6 |
Out on the highway, the 889cc parallel-twin engine delivers exactly what you’d expect – strong, effortless performance with over 100hp and a similarly sized slab of torque. If you’ve experienced the KTM 790 Duke, this engine will feel familiar but also noticeably calmer. Where the 790 was urgent and had harshly reactive throttle response, the 890 is more measured. In standard road modes, throttle responses are softened and usable, which enables a more relaxed riding style should you want it. Switch into Rally mode, and things get excitingly sharp but usable.
The soundtrack reflects this shift in character as well, with the familiar KTM burble, but Euro 5 regulations have muted it. If sound matters to you, I know from experience that it can sound superb with an aftermarket exhaust.
890 Adventure R Ride Comfort and Handling
Front Suspension Type WP XPLOR-USD, Ø 48 mm | Rear Suspension Type WP Xplor PDS Shock Absorber | Front Tyre Size 90/90 - 21 |
Rear Tyre Size 150/70 - 18 | Front Brake Size 320 mm | Rear Brake Size 260 mm |
Ride through dense city traffic and you’ll encounter plenty of heat coming off the engine. The bike never overheated in its time with us (as the 790 would at times), but we also never got stuck in a properly nasty jam. Highway manners are pleasant and you can sit at early triple-digit speeds all day long. Wind protection is far less than most rivals, but you’re still reasonably shielded from the wind on the highway.
The 890 is a pleasantly capable handler once you build confidence in the chunky-looking (but actually excellent) Mitas Enduro Trail+ tyres. This isn’t a motorcycle you attack corners with and it prefers a smoother, more measured approach than just flinging it from side to side at high speeds. The brakes also reflect this bike’s priorities and there’s no sharp initial bite – in fact, you’ll need to grab a handful of the lever for hard stops.
Take the 890 off-road, and suddenly everything makes sense. This is why you buy this bike! The suspension is just phenomenal and the way it absorbs big hits and shrugs off rough landings is unparalleled. The combination of the wild power, superb ergos and almost pro-level suspension generate a sensation off road that nothing else in this class does; in my experience. Badass is the best word that comes to mind and I absolutely adore the bike for it. It’s capable and mischievously encouraging to the point of being addictive.
The 890 intoxicates you with confidence, which goads you into venturing into more and more difficult terrain. This is the point when we must mention a crucial caveat. You’ve probably seen the 890 do some crazy things on the internet, but while it is capable of magic, it is not magic. This is still a tall, viciously powerful and intimidating beast of a bike that weighs 215kg – a low figure for the class, but still a heap of weight for a “dirt bike”. Skill and momentum are everything and you’ll quickly become acutely aware of its size and weight when you get stuck in a tricky spot. Making the magic happen requires skill, confidence and some proper fitness from its rider.
Wheelbase 1528 mm | Ground Clearance 263 mm | Seat height 880 mm |
Kerb Weight 215 kg | Fuel Tank Size 20 L |
890 Adventure R Features and Safety
Features-wise, the 890 Adventure R is well-equipped, but there’s an irritating catch. You can experience some of the electronic features for only the first 1,500km in a “Demo mode” and then have to pay an additional Rs 40,000 if you wish to keep them permanently. That buys you the optional Tech Pack, which unlocks much of what makes this bike truly special – the adjustable Rally mode, cruise control, a bi-directional quickshifter, and motor slip regulation. It’s a worthwhile upgrade, but one that should have been factored into the price.
Rally mode, in particular, transforms the experience. It allows on-the-fly adjustment of traction control levels, enabling you to seamlessly transition from road to dirt without having to dive through menus. Even when engaged at lower intervention levels, the system allows plenty of slip which lets you have a heap of fun, all while knowing that there’s still an invisible hand preventing you from going too far. And with 105hp, it’s very easy to go too far.
890 Adventure R Price and Verdict
At around Rs 15.8 lakh (ex-showroom), or Rs 16.2 lakh with the Tech Pack, the 890 Adventure R sits alongside rivals like the Triumph Tiger 900 Rally and BMW F900 GS, while substantially undercutting the Ducati DesertX.
In terms of capability, it isn’t as good as any of them on the road, but is a genuine step ahead of it. At the same time, it doesn’t quite match their sense of premiumness – a few areas like the mirrors and handguards feel quite basic and the overall finish isn’t special enough.
There are other concerns too. KTM’s history with reliability has been particularly sketchy with the 790 and while it got better with the 890, there were still some significant problems. This is a crucial area where the company’s new owner Bajaj must make a positive impact soon. Additionally, the current stock in India consist of 2024 models that were manufactured in 2023 and are only E10-compliant, although Bajaj tells us that E20 versions will be coming in as well.
The 890 Adventure R is gloriously “KTM” in its identity. It is flawed and compromised in certain areas, but it’s also spectacularly capable and magnificently entertaining to the right set of customers. This is a beautifully bonkers motorcycle that very few other manufacturers would have dared to make and it’s the reason why KTM fans are just that – fans. It’s also the reason why I fervently hope that Bajaj will allow this company to retain the madness that makes it so endearing in the first place, but also guide back to the path of reliability and good business health.
Dinshaw Magol
Azaman Chothia
Ved Janve
