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ADV Bikes2019 KTM 790 Adventure & 790 Adventure R – First Ride

2019 KTM 790 Adventure & 790 Adventure R – First Ride

 KTM aims to raise the bar yet again for performance ADV bikes.

Published on 03.12.2019

Adventure Motorcycle

When a manufacturer states their new model is “the most off-road capable travel bike” on the market, you can expect a claim like that to be received with a fair amount of skepticism. That is unless the manufacturer is KTM. They’ve produced so many of the top off-road adventure touring bikes over the years, it’s become expected.

Going back to 2003, KTM produced their first twin-cylinder adventure bike – the 950 Adventure – a snarling beast that shared 75% of its parts with the race bike that won the Dakar Rally the previous year. Over a decade, KTM produced several different variants of the 950 S/990 R series before bringing the 1190 Adventure R in 2013 – a completely new platform with sophisticated electronics, more power and improved creature comforts. KTM reloaded in 2017 with a stripped-down, smaller-displacement 1090 Adventure R that sported premium off-road suspension and more-usable power delivery.


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Arguably, these LC8-powered machines were the most off-road capable big bikes of their time and with advancements in technology, they became safer, more comfortable and easier to ride off-road. Yet these bikes also grew in weight and size over the years, leaving many dirt-loving KTM fans longing for something smaller, lighter and more agile.

KTM 790 Adventure Motorcycle
KTM is positioning the standard 790 Adventure as an off-road capable travel bike, while the 790 Adventure R is their travel capable off-road bike.

KTM has been listening to their customers and working hard developing an all-new adventure bike platform they feel meets the demands of long-distance overland travelers and hardcore off-road riders alike. The standard 790 Adventure is designed to be a balanced machine for those that want a nimble, comfortable travel bike that is still extremely capable and manageable in the dirt. On the other hand, the 790 Adventure R is a more performance-focused off-road bike that is capable of traveling longer distances.

So did KTM deliver on its promise? Or is more firepower required to dispatch the entrenched competition? We got a chance to ride both models at the International Press Launch last week in Morocco. Read on below to see how they stack up, but first let’s go through some of the key features and technology.

A New Chapter Begins With A Parallel Twin

KTM 790 Adventure Motorcycle
Gone is the legendary LC8 75-degree V-Twin that powered KTM’s long line of big-bore ADV bikes, replaced by a compact parallel-twin with a matching 435-degree crank firing order.

One of the most distinctive characteristics of KTM’s big-bore adventure bikes has always been the sweet-sounding LC8 75-degree V-Twin powerplant. The new 790 Adventure retains this same throaty V-Twin exhaust note but it’s now powered by a parallel-twin. Remarkably, KTM engineers were able to match the LC8c parallel-twin’s crank firing order to the V-Twin LC8’s for an almost identical sound.

Why the switch? There are several advantages to a parallel twin, one of them being a more compact design, and KTM claims the new LC8c is the most compact engine in this segment. What’s more, there is no rear-facing cylinder that sits next to your leg, emanating heat on a hot day. Relocating the second cylinder to the front also frees up room for a lower seat, and allows for easy access to the battery and air filter.

KTM 790 Adventure Motorcycle
Access to the air filter is now much easier than previous KTM Adventure models for quick maintenance on the road.
KTM 790 Adventure Motorcycle
The 799cc LC8c motor has instant torque off idle and maintains roll-on grunt throughout the midrange.

To keep the vibes under control, the LC8c motor utilizes two balancer shafts for a smoother ride on the highway. A power assisted slipper clutch (PASC) also reduces pressure on the clutch plates during deceleration in order to prevent wheel chatter. Another advantage of PASC is an easy clutch pull, which allowed KTM to use a dead simple clutch cable rather than a hydraulic setup.

KTM’s power numbers are often the highest in the class and the new 790 Adventure is no different, boasting 95 horsepower @ 8,000 rpm and 64.9 ft-lbs @ 6,600 rpm from its 799cc engine. On the numbers, the 790 Adventure bests its closest rivals – the BMW F850GS and Triumph Tiger 800. It even bests the Africa Twin on horsepower, despite the Honda’s 200cc advantage. And contrary to rumors, the 790’s powerplant, and the entire bike for that matter, is being built in Austria, not China.

KTM 790 Adventure Motorcycle
With the second piston now located at the front of the engine, there are no more issues with excessive heat exiting the bodywork directly on your legs as with the previous V-Twin configuration.
WATCH: Quick close-up look at the KTM 790 Adventure and a sound sample of the LC8c parallel-twin powerplant.

New Electronics

Further aiding the slipper clutch under braking is MSR (Motor Slip Regulation). If, due to quick downshifts or abrupt throttle chopping, the engine drag is too high, the ride-by-wire system auto-blips the throttle to prevent rear wheel chatter. This system is also lean-angle sensitive.

Ride modes are similar to what’s been available on the 1090, 1190 and 1290 Adventure models, with the ability to choose an optimal throttle response and traction control setting for Street, Rain and Offroad environments. What’s changed is the replacement of ‘Sport’ with ‘Rally’ ride mode.

KTM 790 Adventure Motorcycle
Recommended usage of the Rally mode’s nine different Traction Control levels.

Rally mode decouples TC and throttle response so you can configure them independently. Previously if you wanted Sport throttle response off-road, you either had to ride with asphalt TC or turn TC off completely. Now in Rally Mode, you can select the Rally throttle response (similar to the old Sport mode), then you can select from 9 levels of traction control (or turn it off). Rally mode also lets you match 9 levels of TC with either Offroad or Street throttle response using the “Preferred Throttle Response” setting. Traction Control level 9 is comparable to Rain mode while 1 is virtually no intervention at all.

The electronics also prevent wheelies in Rain or Street mode but allow them in either Rally or Offroad mode to make it easier to clear obstacles. Traction Control is lean-angle sensing in Street or Rain mode as well but disabled in Rally or Offroad mode to prevent intervention when the rider takes berm-style turns. All settings are retained when you turn off the key, with the exception of turning ABS or TC off.

KTM 790 Adventure Motorcycle
Both models come with a compact color TFT display that is easy to read day or night.

Bringing the bike to a halt is a sophisticated ABS system linked to twin 320mm front disks with 4-piston radially mounted calipers, and a 260mm rear disk actuated by a double-piston floating caliper. ABS can be configured to run in Street mode, Offroad mode (front abs only) or completely off, and the system is lean-angle sensing for better accuracy.

All of these rider aids are managed with handlebar switches and a color TFT display, featuring automatic brightness adjustment to compensate for varying light conditions. The display also features a rev counter that blinks to indicate when to shift and a customizable home screen. In addition, KTM placed a 12-volt port on the dash for convenient charging of electronic gizmos.

KTM 790 Adventure Motorcycle
Electronic rider aids are managed with simple left-hand thumb controls.

For those who want to further enhance performance and comfort on their rides, KTM offers electronic cruise control, heated grips, tire pressure monitoring, a quickshifter, and Bluetooth phone connectivity, all as optional equipment.

790 Adventure Chassis

KTM’s main intention with the 790 Adventure platform was to produce a lightweight, compact, low CG chassis with sporty handling and class-leading off-road performance. The design was also optimized to offer excellent ground clearance while still keeping a low seat height.

It starts with a chrome-molly trellis frame that uses the engine as a stressed member to reduce weight and carry it low on the bike. This allows for a shorter wheelbase, while retaining a fairly-long swingarm for improved traction. Both models ride on big 21” / 18” tubeless wire-spoke wheels for added durability and stability, and a WP steering damper is provided to help prevent head shake during aggressive riding.

KTM 790 Adventure Motorcycle
The standard 790 Adventure has a low seat setting of 32.7 inches, but you can go 0.3 inches lower with the low seat option or up 1.4 inches with the high seat option.

A low-slung fuel tank is one of the 790 Adventure’s most recognizable features. This not only lowers the center of gravity, but also provides the rider with greater mobility for off-road riding body positioning (sitting and standing). With its 5.3 gallon (20 L) capacity and a fuel efficient engine, the 790 is capable of achieving around 280 mi (450 km) in range. To guard the tank from scratches, KTM uses replaceable protective panels rather than crash bars. This helps to keep weight down and maintains a slimmer profile. And while we are on the topic of bodywork, KTM uses high-quality polymer body panels that are molded in color (not painted) to keep them looking fresh after a fall. Plastic hand guards, rear racks and a robust skid plate are also included on both models.

KTM 790 Adventure Motorcycle
The low-slung tank design not only keeps the center of gravity low, it also allows you to slide your weight forward on the tank during performance off-road riding.
KTM 790 Adventure Motorcycle
Both models come with a skid plate, plastic tank protectors and hand guards. Carbon fiber tank protectors, aluminum-backed hand guards and a headlight protector are available as options.

KTM 790 Adventure vs Adventure R

The suspension is the main area where the standard 790 Adventure and the 790 Adventure R differ. The 790 Adventure features a WP APEX 43mm USD fork and WP APEX PDS (Progressive Damping System) shock. With its traveling focus, KTM believes this market is less likely to use suspension settings. For that reason, the only adjustability is preload on the shock and it requires tools. With the traveler in mind, KTM also wanted to keep the seat height low (32.7 inches in low setting), so the suspension travel is a reasonable 7.9 inches (200 mm).

KTM 790 Adventure vs KTM Adventure R Motorcycle

With the 790 Adventure R’s focus on maximum off-road performance, it sports a WP XPLOR 48mm fork and WP XPLOR PDS shock supported by a progressive spring. Both are fully adjustable for compression damping, rebound damping, and preload. Suspension travel is 9.5 inches (240mm) to maximize bump absorption, which in turn raises the seat height up to 34.6 inches.

There are a few other key components that set the two models apart. The seat on the standard model is a two-piece with a high/low setting that adjusts seat height by 0.8 inches (20mm). Its stepped design also adds some additional comfort for two-up riding. The R model uses a one-piece design with only a small bump separating the pilot and passenger, allowing more freedom of movement off-road.

KTM 790 Adventure vs KTM Adventure R Motorcycle
The standard 790 Adventure comes with an adjustable two-piece seat, while the R model gets a single-piece non-adjustable unit. The R also gets a shorty windscreen and high front fender.

Another distinctive feature is the low front fender used on the standard 790 for better aerodynamics, engine cooling and less water spray, but the 790 R gets a mud-friendly high fender. The windscreen is shorter on the R to give the rider more helmet room in technical terrain, while the standard model gets a taller screen for the highway. Both are adjustable in height with a tool.

Electronics are identical on both models, except Rally mode is optional on the standard model and included on the R model. Tires also differ, with the R model getting off-road-biased Metzeler Karoo 3s and the standard 790 getting more street-oriented Avon Trailriders. In addition, the standard model has a shorter wheelbase for better maneuverability (1,509 mm vs. 1,528 mm), while the longer wheelbase on the R gives it better high-speed stability.

First Look

KTM 790 Adventure Motorcycle
Fit and finish are top notch and all 790 Adventures are being built at KTM’s Austrian plant – including the motor.
Our first opportunity to get some seat time during the press launch came on the standard KTM 790 Adventure. The seat height feels low, giving the bike even more of a small bike feel compared to other mid-sized ADV bikes. Adjusting the seat to the high position was incredibly easy, which provided a more comfortable knee bend for my longer legs. Bar clamps allow six positions of adjustment for the handlebar to further optimize rider ergonomics. And wide platform footpegs can be run with vibration damping rubber inserts for a smoother ride or without for extra grip off-road.

KTM 790 Adventure Motorcycle

The bike has nice dirt bike ergos for both sitting down and standing positions, and it’s a shorter reach to the bars than on its LC8 predecessors. The low-profile tank also lets you slide forward on the seat to get more weight over the front wheel. Standing on the pegs, the bars are a nice height even for tall riders and there is plenty of room for your knees and calves to move around.

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Author: Rob Dabney
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59 thoughts on “2019 KTM 790 Adventure & 790 Adventure R – First Ride

  1. Good info! Glad to hear this won’t be made in China and I can’t wait for some owner reviews to come through.

    My prediction is that Honda will enter the middleweight market the same time the Tenere 700 comes out in the US. Bumping up the CC’s on the current Africa twin to 1100 will make space for a 750cc twin cylinder AT wont it? 😀

    • Thanks Carlo. More likely we will see a CRF450L Rally first before we see a performance middleweight twin from Honda. But they could easily build a high-performance chassis around the NC750X powerplant and sell so many bikes. We’ll see if your prediction comes true!

      • Agreed, since my bet is that some of the X-Adv parts are more or less “bolt on” upgrades for the 750X. Change the front geometry a little for a 19″ wheel (like they did for the 500X), and at that point just swap in some spokes and better rear shock and they’d have a pretty nice package, if not more than a bit on the heavy side. I’d also like to see them offer an aux tank swap/insert for the frunk. Another 4 gal would net nearly 600 miles total. Now that’s some remote riding/mile munching capability.

    • Unfortunately there was an announcement in the press about KTM entering into an agreement with CFMoto of China to manufacturer the 790s at a joint facility. Can’t vouch for the accuracy. Could be totally wrong or could be for manufacturing models to be sold in Asia.

  2. Well done Rob. I see some easy weight savings for the true off road guy. Let’s hope it’s not delayed as I heard that it wasn’t going be here until late May or even June. I’m 1st on the list at my dealer. Hope my wife will hang around!

      • I see you had the Ak can on I’d prefer an Arrow and TI headers, Mirrors one front disk caliper and rotor, passenger pegs and go with KTM 450 SXF rims and tires.

  3. Hmmm… 790 Adventure R, 690 Enduro R or the Tenere 700…eeny, meeny, minee, mo. Get the 790 or Tenere, sell the FJR1300 and keep the DR650 or get the 690 Enduro R, keep the FJR and sell the DR. Dang first world problems!

  4. Fantastically thorough review! Best one out there so far!

    Hopefully you can help me: Looking for a bike I can enjoy riding on road to get to the off-road which is so much more fun. Then an occasional 2-up ride with the Mrs. I’ve got a short 31″ inseam so the 1090 has always seemed too heavy / too tall. My wife is fairly small too. So I think the 790 might be the ticket. I’ve got a few decades of off-road experience and don’t mind a tall / light dirt bike. But tall adv bikes over 500lbs have never felt comfortable.

    My question is: Can you take the Standard 790 (with proper tires) anywhere you could take the 790R? I’m at the back of the list for the 790R at my dealership & he says that no one is waiting for the standard.

    And then: Between the Standard Africa Twin with the low seat and DCT & the Standard 790… which do you think would be better off-road?

    Thx a bunch again for the great review!
    – James

    • Much appreciated James! There was a guy at the launch who had ridden 19,000 km across Africa on the 790 R 2-up. KTM only had the R available at the start of his journey, otherwise he would have done it on the standard. He seemed very pleased with it and thought it had plenty of power for the two of them. The standard can go where the R goes, just at a little more casual pace. I’d put my money on a standard 790 over a DCT Africa Twin for off-road capability. Mainly because it’s smaller and weighs ~75lbs less.

    • The Ktm adventure 790 will be much better for single rider. alot more capable in the dirt and the key, a lot more manageable when in trouble or fall.
      The ktm also has a further range on a tank of fuel. Depending where you ride this is huge, like canada. I had the AT and found it way to big for myself in any tuff situation.
      Just look at the ad’s for the AT. So given the adventure is lighter, more fuel, lower weight,traction control etc, etc. It will make it a better choice.

  5. Are you sure your facts about production locations are 100% correct? Alan Cathcart’s Cycle News interviewed the CFMoto president & head engineer last fall. In that interview, it is stated that production of KTM’s mid range lineup will shift over to CFMoto’s facilities in China. They will also be producing the old LC8 motor with their own updates for a big adventure bike, according to Cathcart.

    Whether or not this makes a difference to some buyers or sales remains to be seen. I think moving things over there may drop the production costs, which would offset the annual uptick in MSRP throughout a model’s life.

    Quality is not the issue for me; that can be maintained as it is within the cycling/ MTB production world. Onsight QA/ QI personel employed by the parent company sees to that. My bigger lies in the socio-political realm, which usually gets dismissed as an old fuddy duddy American banging on a tired old drum. China’s problems are well known & far more reaching than we care to admit. Good for KTM, though. I am sure they will sell a ton of them…

    • I interviewed KTM’s Senior Product Manager about this last week at the launch, so the information comes directly from KTM. He stated that for the time being all production of 790 ADV’s would be in Austria. He also mentioned they may decide to do some production in China at some point but that would be to source local markets in Asia and South America. He also added that it would depend on whether or not the facility in China can meet all of KTM’s quality standards. Plans can and do often change. But for now, they said they plan to continue production in Austria for 790 ADV’s heading to North America and Europe.

  6. A superb, very comprehensive review, and very well written! I love the photos with the camels on the same trail.

  7. Great objective and informative review Rob. My 790 Adv R deposit was placed back in November when the new bike was announced at EICMA as a 2019 model. In all the reviews/photos I’ve seen about the 790 Adv, no one has revealed what’s underneath the cover for the GPS mount. Is it a 4 hole AMPS plate that would work with SW Motech or other available mounts adhering to the AMPS standard? Is accessory 12v power available there or must the 12v socket be used? Thanks.

    • Thanks John. Appreciate the kind words. We checked with KTM and the GPS mounting plate is slotted to include a 4-hole AMPS configuration and more. Power would only be offered through the 12v socket on the dash unless you wire up your own.

      • Apparently there are some switched/unswitched accessory leads inside the headlight housing. Riding w/o GPS and getting lost does have its benefits. Thx.

  8. I watched the embedded video with keen interest. I was very surprised to see how much that motor smoked when gassing it. For a moment, I though “Huh, 2 stroke”. Just for a moment… During my visit with my local KTM dealer, today (a couple hours ago), he stated “mid-may” for availability of the 790 Adventure (Arizona). I sat on the 790 Duke that was on the floor. That cycle is *tiny* compared to the 1090, 1190, and 1290 that were right next to it.

  9. one of the better motorcycle reviews I’ve read, Thanks. I was wondering if you can better describe the seating position as far as leg room (distance from seat to pegs) I read where you said your legs were splayed out more than what you would care for. I know that I will have to sit on one and decide for myself but I was interested in what you thought about it……Thanks

    • Sure John. The tank was a little wide between the knees, is what I meant by splayed. For leg room, the high seat position on the standard 790 felt like it had a little more leg room (distance from seat to pegs) than the non-adjustable single-piece R seat. There is also a tall single-piece seat in the PowerParts catalog you can order for more leg room. That might be the way to go if you are tall.

  10. a well priced bike in the USA, but for us here in Aus they decided to slap an extra 4K$ on top of the exchange rate! So sadly after endless waiting (4 years) for a light adv bike with Dakar roots – we instead see a heavy, visually meh naked bike, sans dakar fairing, topped off with a massive AU sticker price? not sure if the kiska-insect will ever grow on me … shame on you KTM AU. but no thanks … as a long time orange buyer, I will now keep the 22.7K$AUD and look to other much cheaper bikes like AT

    • Euro4 mixture leaning – a note for riders (like me with an 1190) who are used to iso’ing the o2 sensors and/or slapping on a less restrictive muffler – those days are past – from riding experience the 790 (Duke) ECU is a new level of pain; even if you de-restrict the intake, fit a big $ Coober FCU (with or without a Wingz) you’ll still find your fueling below 2000rpm is not controlled/smoothed out by the Coober – the “easy” days of throttle smoothing mod’ing are gone boys…. When you do the test ride a 790 putt around at super slow speed (clutch out) crack open the throttle a little and ask yourself if you like it … as is. Perhaps the 1190 / 1090 used-market price might rebound. Don’t be tooo quick to ditch your 1190/1090.

    • Good on you Quin. If we keep paying the ransom these Aust importers charge they will keep it and keep on jacking it up till there is push-back from buyers.
      Greed on their part will eventually (I hope) result in low sales and a message to them.

  11. I was stopped by the first sentence in the second paragraph and I couldn’t go any further until I fact checked myself. Didn’t KTM win the Dakar in 2002?

    I apologize, but if one’s job is information distribution, I think the facts and details are extremely important.

    I love this site and visit it for all of my ADV news, but I would roll over in my sleep if I could not express this concern.

  12. I am really curious about how these will hold up in a fall. If you have to buy a new expensive piece of OEM plastic every time it tips over to keep the tanks from taking hits that’ll be kinda annoying. Other than that, how’d it feel? Does it feel lighter than it is via the low CoG focused design or only kinda? Theres a difference to me between my 701 enduro I owned being light but tall and therefore not noticeably “light” in the end and bikes like the Super Tenere that felt lighter than they were because they kept it slung so low. If the low CoG works in practice, 413 lbs while still heavy could feel very manageable after all.

    • I’m having second thoughts about the gas tanks too. I’ve dropped my DR650 in rocks before and and wondering what KTM says about the survive-ability of a pointy rock impact. Perhaps they offer some protection from cracking a side cover instead?

    • I didn’t see the standard OEM plastic tank guards but I did see the Carbon Fiber guards which look pretty robust. The tank itself looked very robust as well. As far as a low CG, the standard model feels like it has a very low center of gravity because of the ride height. The taller R model does noticeably change the CG but definitely has less of a top heavy feel than a 990 or 1090.

  13. Thanks for all the detailed information. Do you think the sag was set correctly on the demo bikes? Also, I assume the seat height listed is measured when the bike is unloaded, but full of fuel, oil? I’m nervous it won’t sink enough under my 190 lbs to get more than one set of toes in contact with the ground. No one has mentioned any lowering options for the R model and that is the one I’ve got a deposit on. Thanks

    • Thank you Dale. Typically, they set sag for an average sized male (185 pounds) no luggage from the factory. Once you get the bike, you want to set the sag for your weight and the luggage you carry – which may or may not allow you to touch your feet on the ground. If you are concerned about seat height, try out the standard model with low seat (32.48″). That’s about as low as ADV Bikes get and it’s still very capable off-road.

  14. Most likely the best review that came off from the press. Pulled the plug and waiting for one in US. Seems like dealers are treated like mushrooms at this point and all aftermarket companies are eager to get the hands on one to sort out the bling.
    Replacing a 2011 1200 GS, with two more katoos in the stable, I’ll bleed full orange and trying as hard as I can not to be a brand loyalist, hopefully this magic unicorn will fit my riding style better. Thank you again for the review.

  15. Hi Rob,

    Well you sold me on the standard model. A light, powerful adventure bike that is good at eating up highway miles but can handle gravel and dirt roads and one that a rider can flatfoot on (I’m 5’11”) is what we’ve been waiting for.

    The single pot offerings on the market (the now discontinued KLR etc) just don’t do it for me for long hauls.

    I ride a BMW F800GS which is a great bike, but to be honest I’m no hotshot off-roader so anything slightly seriously trail is a bit disconcerting. Especially since a big wipe out (on a Kawasaki Versys 650) on a steep trail high up on Mt Agung volcano in Bali that left me hospitalised, I just don’t have the all-out confidence on trails that I had when I was younger (hit 64 last year). Being able to touchdown briefly, quickly, and easily just to correct is something a rider of limited dirt ability is great. And flatfooting is often underrated in the Adventure market – fully loaded with gear (I’m a photographer) is a real bonus – any long distance adventure rider carrying their own gear out there who hasn’t a stupid, slow speed/full stop tip-over? G’wan be honest.

    One thing I don’t get is how come the centre stand isn’t included with the standard version – seems like a no-brainer. So will it be difficult to install one?

    Thank you for a clear review.

    • From what I’ve heard, the KLR is just taking a year off. Probably some excess inventory they are trying to move, but I get your point. The standard 790 has plenty of capability off-road so the R is really overkill if you are non-aggressive dirt rider. A big fall can definitely cause you to dial it back a bit. It happens to the best of us! The lower seat height and lower center of gravity should offer a more relaxing ride and more confidence to traverse slow-speed technical terrain. Yes, agreed on the center stand. Should be standard on any bike over 400#. But possibly, that’s something you can get your dealer to throw in as part of the deal. Thanks for the kind words!

  16. I spent a day riding the 790R, I’ve come off a fine tuned 950SE with lots of extra HP. Mostly I enjoyed the 790 but a few issues showed up by day’s end. The length of the gear lever to short so you aren’t using your toe area to change up but way further up your boot. This is highlighted in soft sand when you end up changing up a gear with the quick shifter when that’s not what you wanted. Deep muddy ruts it did the same and also it’s pretty easy to belly on the outer edges of that tank. Good power to wheelie in the rut but with that quick shifter and gear change lever length it did go wrong a few time for me. We probably ride in places that are more suitable to a 500 EXC but what life if we don’t make it hard for ourselves

  17. I am so tempted to get one of these. How do you think these will fair cruising at 80 mph for 2-3 hours at a time loaded down with 300 maybe 350 lbs?

    • Hi Marc. I’d say carrying that much weight and riding for that long on the highway, you’d probably be better of with a 1090 R, which is an excellent off-road bike as well. Just get a bit taller windscreen and a throttle lock for the 1090 and it’s a nice highway bike. The 790 can do it too but not as effortlessly as the 1090.

  18. Pingback: Rally Pack – 790 Adventure FAQ