The following review highlights some of the ups and downs of living with the KTM Adventure R.
Overview
The KTM Adventure R is a 625cc, single cylinder, dual-purpose motorcycle. The bike features a cromoly steel frame, with cromoly subframe and a large section swingarm. The bike has long suspension travel, provided by a WP 50mm conventional fork and a WP rear shock. Stock tires are Metzeler Enduro 3's, which are fine on pavement, and reasonably suitable for gravel roads. Other positive attributes of the bike include a 21 inch front wheel and 18 inch rear wheel, which allow fitting aggressive knobby tires for off-road riding.
The bike is similar to the KTM rally bikes used in the Dakar rally, the UAE rally, and the Transdanubia rally. Stock instrumentation includes a white-faced tachometer, and a digital speedo/odo/dual-trip/clock unit. The dual trip meters can be set for 1/100 mile increments, but are hard to reset on the fly, so are really more for the rally look, than actual rally use.
The bike has dual headlights, one projector style low beam, and a high-beam. On low beam, the bike runs the projector beam, and the high beam at half-strength, for excellent visibility.
History
The KTM Adventure was first released in 1997 as the KTM 620 Adventure EGS-E. The bike was a solid orange color and had the 608cc LC4 single-cylinder motor, with dual low-mounted silencers. The 1998 model was mechanically identical, but had a slightly darker orange color. The 1997 and 1998 bikes have a Edelbrock/Quicksilver carb, and have been claimed to run very lean, with associated hard starting.
The 1999 model incorporated a single high Supertrapp muffler (with a disc-end) with a heatshield, a Mikuni carburetor, and was blue and orange.
My personal bike is a 1999; all information about other models is hearsay or determined by peering at them in showrooms.
The 2000 model appears identical to the 1999, but has a Supertrapp muffler with internal discs and a direct rear outlet. Most 2000 models have no heatshield on the canister.
Personal History
I bought a 1999 KTM Adventure R in Portland, OR on February 26, 2000. The bike was purchased by the original owner in May of 1999, and had 1026 miles on it when I purchased it. The bike came with all stock parts, plus a set of Michelin Desert off-road tires.
I immediately strapped on a Chase-Harper tail bag, and set off to ride it home to San Francisco, 681 miles south. The majority of the ride was done in rain, snow, and sleet. Average temperature was probably about 40 degrees Farenheit, and there was significant snow on the ground in the Siskiyou Mountains on the Oregon-California border.
The bike was remarkably comfortable for the ride. Much has been made of the vibration of the 640 LC4 motor. I may have a remarkably smooth example, but my bike vibrates significantly only at idle. At highway speeds, the bike is significantly smoother than an XR650L, KLR650, or GB500. Vibration is slightly stronger than a BMW F650, but there is less of a "singing" resonance or vibration. The seat is somewhat narrow, but overall, comfort is comparable to my father's bike, a 1987 Honda CBR1000F, which is considered a pretty comfortable sport-tourer.
The bike had no problems cruising at 75mph for the majority of the ride. This equates to approximately 5000rpm, on an 8500rpm tach. Even at these speeds, the motor felt very unstressed.
The bike is, likely due to it's high profile, somewhat susceptible to crosswinds. In the Siskiyous, I experienced 40mph wind gusts. While I was forced to remain on alert for these, corrections were easy, due to the fairly relaxed steering.
Additionally, there is some wind buffeting of the rider, due to the upright position of the rider. With the stock screen, he wind hits a 5'11 ñ 6'0" rider at shoulder height. This actually works ok, though helmet float can be an issue. Wind roar was acceptable with a Shoei RF800 helmet and foam (-31db) earplugs.
Other than this trip, I have mostly used the bike for local commuting and sport riding. The bike has a very stable feel, perhaps due to the massive suspension componentry. It can be hustled through corners at a respectable pace with the stock Metzeler Enduro 3's. Certainly, the limiting factor in my case is the rider. It is significantly faster than my previous main ride, a Honda GB500, with Dunlop K591 SP tires.
The bike pulls very strongly from 4000 rpm. Below 4000rpm, it will pull strongly, but shudders a bit. The bike definitely comes on the cam from about 4500 up.
Likes
First off, let me say that I really like this bike. It is well-built, practical, and hella fun to ride.
My main likes include the motor. It is smooth, flexible, and really pulls hard when given throttle. I cannot rave too much when comparing this motor to the KLR650 or XR650 motors. This bike accelerates right now! (I know I just invited lots of comments from Husaberg Supermotard ridersÖ)
The frame and suspension on the KTM are also first-rate and contribute to a very confidence-inspiring ride.
The nylon fuel tank holds 7.4 gallons (28 liters). This is significant for longer tours, as it gives an effective range of about 300 miles. If the bike is to be used for adventure touring, this is of huge benefit.
The bike is equipped with a 21" front wheel, and an 18" rear, which allows fitting of a large range of tires. For pure street duty, one could fit a Metzeler M33, ME55 combo, which is available in 90/90-21 and 140/80-18 respectively. Conversely, for rally use, one could fit Michelin Deserts or Pirelli MT21 knobbies. The BMW F650 Funduro, one of the KTM's main competitors has a 19" front wheel, and this significantly reduces the number of true knobbies that can be fitted. Rims are pre-drilled for rim locks.
The instrumentation and switchgear is easy to read, and very nice to use, respectively. The bike has a light horn (high-beam flash), as well as standard switchgear. The instrumentation consists of the multifunction digital unit described above with a contrast rheostat, a white-faced tach, and a idiot light panel, with high-beam indicator, temp indicator, and a neutral indicator.
The bike has a kick start. KTM 4-strokes are not easy to kick start, and the left side lever does not make it any easier. However, a manual decompression release lever and a kickstart are a welcome addition for any adventure travel. And it's hella cool to kick her over at the local coffee joint, no?
The radiator is well protected from any accidents, tucked well in, up high and protected by a frame. Likewise, the turn signals are on flexible stalks, and mounted high-up. They would not likely be damaged by a tip over.
The stock pipe is quiet. It has enough of a "brap" to let you know it is a thumper, but I prefer a fairly civilized pipe, and the stock Supertrapp does not disappoint.
The bike is quite light, and very well balanced. This makes the bike easy to move around and easier to mount and dismount. For such a big-feeling bike when riding, it is really surprisingly light. 7.4 gallons of gas does add to the heft, though. It is pretty easy to haul up curbs and into hotel rooms. Not that I've ever done that.
The bike looks funny as heck. Complete strangers will ask you "What is that???" This will allow you to answer their questions, and be a great ambassador for motorcycling. I have been asked this by lots of people, ranging in age from about 6 to 60. One 8 year old boy absolutely sprinted to my bike when I was parked outside a Walmart in southern Oregon, and peppered me with questions about it.
Dislikes
The seat height is seriously tall. I am about 5'11", with a 33 inch inseam. I cannot flat-foot this bike. I can reach down with my full toes on both sides, or flat foot with one foot, if I scoot my butt to one side of the seat. Having said this, my position on the bike when riding is very comfortable, and I have elected not to modify the seat height, as of now.
The bike only has a center stand. This, combined with the high seat, make getting on and off when the bike has luggage on it pretty difficult. With rear luggage mounted, it is almost impossible to swing one's leg over the rear of the seat. (In my rainsuit, it was impossibleÖ) The downside of this is that you must balance the bike while standing on one leg and sliding the other over the seat. This can be tricky. The easiest solution I have devised is the following. Turn the bike off. Click into first gear. Holding the bar with your left hand, flat-foot on the left side. Use your right hand to grip the bar or (my preference) the tank lid. Then balance the bike straight-up, while sliding your right leg over the seat. Once you are standing on the left side of the bike, propping it up on the center stand, even with a full tank, is easy. Ignore the handle on the right side of the fairing. Grab the right grip, and the support for the passenger footpeg (watch your hand here ñ very close to the exhaust), and pull up and back. It'll pop right up.
To get on, reverse this procedure.
The fuel tank lid has no lock. No one has stolen fuel from me, but I don't like the idea of it.
The stock seat is skinny and hard. While 400 mile days are not a big problem, this bike could easily use an aftermarket seat. I have heard 97s and 98s are even worse in this regard.
The stock skidplate is small, and thin. I am planning on replacing mine with the rally skidplate available for the 640 in the European KTM Hard Parts catalog. Or a custom alloy-reinforced carbon/kevlar unit.
The twin lights, with projector low-beam, while nice looking, are likely extremely expensive to replace. I am covering mine with light-saver tape, and considering a custom steel mesh cover, to protect against rock damage.
The cap for the radiator is very hard to get at. I think this is necessitated by the location of the radiator, but a cap that was slightly more centered and forward would greatly ease access.
Mostly a personal preference, but I am considering swapping the rally screen for a curved, clear lexan screen of somewhat higher height. The current screen deflects air reasonably well, but is impossible to see through. If I construct another screen, I will supplement this page with that information.
Service intervals are very frequent (check valves every 3000 miles), and the large tank and quarter-fairing make accessing the head/carb quite difficult. Figure a couple of hours to change the oil and check valve clearances every 3000 miles.
The fuel petcock sits low on the left hand side of the tank. It looks prone to damage from a large thrown rock. Perhaps I am just paranoid, but I am planning some type of protection.
The rear rack is too close to the fender for easy bungee-ing. I am fitting some Happy Trail racks. See below for more info.
The horn, of course, is utter junk. I should like to fit some air-horns.
Competitors
The closest competitors to this bike available in the US are likely the Kawasaki KLR650, the Honda XR650L, and the BMW F650 Funduro.
The Kawasaki, at $4799, significantly undercuts the KTM's $8085 base price. There are probably no arguments to be made that the KTM is worth that much more. The Kawasaki has a proven 650cc single cylinder motor and a 6.1 gallon gas tank, and is a very popular motorcycle for good reason. However, the suspension is significantly less advanced (and more importantly, works significantly less well) than the KTM's. The motor does also not have the same level of power as the KTM. Lastly, the KTM brakes are significantly better. But it is clear that one could buy the Kawasaki and upgrade it for less than the price of the stock KTM. Fit and finish on the KTM are significantly higher, but I am not sure this would be reflected in any additional durability. The Kawasaki is still probably the best bargain in motorcycling, and lots of aftermarket support exists.
The Honda XR650L, at $5699, is also cheaper than the KTM, and about as capable a dirtbike. The Honda is somewhat undergeared for highway riding, has no provision for a windscreen. The stock Honda tank is quite small, though this can be remedied by purchasing the IMS 6.0 gallon tank. The Honda is probably best if long distance touring is not a major priority. Aftermarket parts are very readily available, mostly for improved dirt performance.
The BMW F650 Funduro, at $7900, is probably the closest competitor to the KTM in terms of the current market. (1999 Funduro's can now be found for $6900, which will probably last until the release of the F650GS in June.) The Funduro is a fine touring/street/dirt road bike. It's 19" front wheel will preclude fitting proper knobbies for dirt riding. The bike's seat height is significantly lower than the Adventure, KLR, or XR. Significant aftermarket support exists, and the Chain Gang (www.f650.com) is an excellent internet resource. If one has short legs, or intends to ride majority long tours or tarmac, this may be an excellent choice.
I was looking for a long-range dirt/street tourer, which basically excluded the XR. As much as I tried, I just couldn't get excited about the KLR; I looked at KLR's for three years, talked to dozens of owners, most of whom were very satisfied, and just decided it wasn't the bike for me. And I hate the olive color. Between the BMW and KTM, fit and finish were very similar, with the BMW tool kit and dealer support speaking for it. The KTM won out because of it's more dirt-worthy suspension, wheels, better (for me) seating position and lighter weight. I am sure I could have been happy with either.
Planned Improvements
I have purchased a Happy Trail rack from Tim Bernard. ( www.happy-trail.com)
I am planning on purchasing a custom protector for the headlights.
I am planning on purchasing a more substantial skidplate, possibly with integral water-container.
I am planning on buying frameguards.
I am planning on buying a oil-temperature dipstick.
I am planning on buying spoilers for the Acerbis Rallye handguards, for improved wind protection.
I am planning on buying the SRC fork brace. ( http://www.srcinc.net/forkbrace.html)
I am planning on purchasing a hydraulic clutch system.
I may purchase an aftermarket seat, or a sheepskin cover for the current seat.
I may change the windscreen to a custom lexan screen.
I would like to find a way to mount a cruise control.
Helpful information/weblinks
The following web sites have proved useful in my hunt for adventure touring information:
Adventure travel:
http://www.adventure-motorcycling.com
http://www.horizonsunlimited.com
KTM information:
http://reiseenduro.de/users/carlo/english/english.htm
http://www.earth2000bc.freeserve.co.uk/
http://www.znpd.com/mc/moto.html
Motorcycle accessories:
http://www.happy-trail.com (Happy Trail racks)
http://www.ridewest.com (US Touratech distributor)
The following books have been of great value to me:
Chris Scott's The Adventure Motorcycling Handbook
Clement Salvadori's Motorcycling Baja
I welcome any comments about any of the above information.
I am happy to discuss my experiences with my KTM.
Please e-mail me at bjorn_edstrom@hotmail.com