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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

On The Road

Heading out on the road, I dialed in street mode on the TFT. Thumb controls are familiar for anyone who’s ridden a 1090, 1190 or 1290, and the updated user interface was intuitive. Whether to demonstrate the slipperiness of the Moroccan asphalt or to simply show the 790 motor rips, our group lead proceeded to leave long black marks on the road as he power slid the bike from side to side. Not wanting to risk throwing the bike down the road the first few minutes of the ride, I resisted the urge to leave my own masterpiece on the pavement.

KTM 790 Adventure R Motorcycle

While the tank offers good leg room in the standing position, I did notice my knees were splayed a bit more than I’d like in the seated position (I’m 6’2”). The seat is also firm but remained comfortable throughout the day. The single-piece R models seat was equally firm, yet we didn’t get an opportunity do any long highway sections to determine how good either seat is for the long haul.

As far as wind protection, I wasn’t impressed with the tall screen on the standard 790 Adventure. Even in the high position, it directed air right at eyebrow level – not ideal when riding with a dual sport helmet. And for that matter, I was also disappointed to find the windscreen requires a tool to adjust it. While it’s probably a robust design, a convenient hand-adjustable screen would be greatly appreciated on the more road-oriented standard model. On the 790 Adventure R, wind protection was predictably worse with its shorty screen, only blocking the wind up to about mustache level. On the plus side, it’s a smooth ride on both bikes with very little vibration emanating from the handlebars.


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KTM 790 Adventure R Motorcycle

Around town, the 790 Adventure feels as light and nimble as you would expect a bike weighing 417 pounds dry. And with its shorter wheelbase it can U-turn on a dime. Snapping the throttle open, even in the lower rpms, reveals a torquey motor that punches above its weight class. This is one quick machine that has no problem passing a long line of slow-moving vehicles. It accelerates to over 100 mph (160 kph) effortlessly and the fast-revving motor has lots of character. Getting it all slowed down is easy enough, thanks to a powerful set of brakes that have excellent feel and require just a single finger pull.

In The Dirt

Our first dirt ride came on the standard 790 Adventure. We stuck to fairly smooth dirt roads mixed in with patches of rocks and sand. The road-biased tires offered plenty of grip on this type of terrain and it was a good opportunity to practice some power slides and test the suspension’s bump absorption on a few rough spots.

KTM 790 Adventure R Motorcycle

With the ride mode set to Offroad, you can invoke mild power slides with a good feel of control. Throttle response is soft hitting in this mode, so it’s ideal for new off-road riders or for when you just want to cruise. The 790’s nimble chassis dances around beautifully through the rocks and dust, and it’s easy to impose your will on the bike with its low CG and weight. The large 21”/18” wheels also give the bike extra stability in rocks, and it tracks straight through soft sand.

Riding through some moderately-sized bumps at speed, you could feel the suspension go through nearly all of its 7.9 inches of travel, but it absorbed the bumps well and didn’t have any harsh stops or bottom outs. While we didn’t get a chance to go full Gung Ho on the standard 790 Adventure, I did get the impression that it’s a better than average off-road bike with a lot of potential. And with its low seat height, shorter wheelbase, and generous ground clearance, it would be the easier bike to ride through loose, rocky terrain – think high-mountain passes in Colorado with cliffs!

KTM 790 Adventure R Motorcycle

On our second day of testing, we switched over to the 790 Adventure R and rode mostly dirt. Our first tracks of the day took us through miles of deep soft sand. With its taller suspension, the R has a bigger bike feel than the standard model. Yet it floats on top of the sand and lets you correct tipovers more easily. There is also lots of room on the one-piece saddle to shift your weight back, and the short tank design lets you slide far forward to ride it like a dirt bike.

Putting the bike in Rally mode with traction control setting 1, offered a snappy throttle response and ample wheel spin in the deep sand to keep forward momentum. The only time when level 1 showed it was too invasive was riding in dunes. If you are just trying to get through it, level 1 works, but if you want to let it rip, it’s better to disable it completely. I should also mention KTM mounted Continental TKC 80 tires on our test bikes for better grip in the sand.

KTM 790 Adventure R Motorcycle

Once the sand receded, we were out in more open desert terrain. Rocks covered the landscape like a scaly shell and we rode through what looked like ancient riverbeds that hid patches of sand and boulders. While the trail was unpredictable, the 790 R remained steady through each surprise thrown at it. And as speeds increased, I became more confident with the suspension’s ability to absorb punishment.

Over the choppy terrain, the suspension remained soft and supple. I saw many sharp-edged bumps I was sure were going to rattle my teeth but they were barely noticed. And over bigger hits, the 790 R retained its composure. It’s a very active suspension that keeps both wheels glued to the ground for a stable ride. It gets stiff though; once you hit the big bumps, it has excellent hold up.

KTM 790 Adventure vs KTM Adventure R Motorcycle
The 790 Adventure R offers a premium aftermarket suspension feel straight from the factory.

As my speed and confidence increased, I began pushing the 790 Adventure R harder in spots to get a feel for its limits. We were bombing through rough desert terrain at more than 60 mph (100 kph) in stints. At times, the 790 has you feeling like you are riding a small dirt bike. But you always have to stay aware that this is a big bike that carries about 100 pounds more than a 690 Enduro. Respect it, or it might bite you.

While it never felt close to bottoming out the suspension, when riding fast in loose, choppy terrain I did notice a bit of head shake. Both 790 Adventure models come with a factory steering damper, but it might be worth ordering the ‘adjustable’ damper from the KTM PowerParts catalog to help curtail this shake during high-speed desert riding.

KTM 790 Adventure R Motorcycle

At one point while waiting for a rider with a flat, I noticed a nice hill climb covered in loose rocks just off our planned route. I rode up the hill with TC disabled and the clutch action was super smooth, with just one-finger pressure. The 790 R made quick work of the rocky climb with just a few slips and jerks in traction. Heading back down the steep decline, the relatively low weight of the bike gave me confidence I could stop and put a leg down to balance the bike.

On the next pass back up the same hill I dialed the TC setting to 5 to see how it would perform, half expecting to get stuck in a sputtering heap of dust. But it made it up the hill even smoother than with TC off, which was a blow to my throttle hand’s ego. Taking another pass with it set to 8 (out of 9), I was surprised it didn’t slow my forward momentum at all and it made it up without a cough or sputter. Even when I stopped in the middle of the hill climb, the smart TC allows for some initial tire spin to gather forward momentum before it fully kicks in.

The Bottom Line

KTM 790 Adventure R Motorcycle

Does the 790 Adventure live up to the hype? In the spirit of the original 950 Adventure, KTM didn’t pull many punches when building the 790 R – equipping it with race-level componentry, a nimble chassis, muscular powerplant, and an array of sophisticated technology. When talking with 4-time Baja 1000 champ Quinn Cody, who was heavily involved in testing and development of the 790 Adventure R, I learned KTM gave him a long leash in how aggressive he could go with the settings and spring rates – using a ‘dial back only as needed’ approach. It’s hard not to appreciate the no-compromise attitude of the orange brand and their commitment to meeting the needs of the hardcore off-road adventure rider.

It’s a performance package that offers significant advantages over any LC8-powered KTM Adventure Bike that has come before it. And with a price tag of $13,499, it costs less than the current crop of mid-sized adventure bikes like the BMW F850GS, Tiger 800 XCx or the Africa Twin. It’s also $1,400 less than the 1090 Adventure R, while having more advanced electronics and better suspension. You can expect a lot of KTM riders, who’ve had a death grip on their 950 and 990 Adventures, will be trying to figure out a plan for an upgrade.

KTM 790 Adventure R Motorcycle

While the R may be the star, it was the standard model that intrigued me the most with its travel potential and still formidable off-road capability. It’s a split personality bike that is friendly for newer off-road riders or those of smaller stature, but it has the ability to get advanced riders into some challenging places and back out the other side. Only those looking to maneuver rock-crawling trails or bomb down beat-up desert roads might find it lacking compared to the R.

Like the R model, it has the fuel range needed for remote off-road travel, plus with a 9,320-mile (15,000-km) maintenance interval, you can avoid unnecessary pit stops during long journeys. Although for the travel-focused model, I would have liked to see a hand crank preload adjuster on the shock to allow quick settings changes for varying loads. And while an optional center stand makes sense on the performance-oriented R model, including it on the standard model would be nice for maintenance and repairs during long-distance travels. Pricing is $12,499 for the 790 Adventure, which isn’t exactly entry level, but it may entice a number of experienced riders to consider switching over to team orange.

KTM 790 Adventure R Motorcycle

Many have been calling for lighter, more-nimble adventure bikes that are fully capable in the dirt, yet have the power, smoothness, range, and comfort for long-distance travel. This is one of the first models to appear that addresses this market demand. So far only Yamaha seems to be aiming at this market with their rally-inspired twin-cylinder travel bike – the Tenere 700 – which won’t be available here in the states anytime soon. It will be interesting to see which manufacturers follow suit next. As of right now, KTM looks well positioned to continue dominating the hardcore off-road adventure bike market.

The KTM 790 Adventure and 790 Adventure R are scheduled to arrive at US dealerships starting this April, although we have heard rumors there may be a small delay. We’ll report back any updates we receive.

KTM 790 Adventure Specs (Standard and R Model)

ENGINE TYPE: 2-cylinder, 4-stroke, DOHC Parallel twin
DISPLACEMENT: 799 cc
BORE / STROKE: 88 / 65.7 mm
POWER: 95 hp (70 kW) @ 8,000 rpm
TORQUE: 64.9 ft-lbs (88 Nm) @ 6,600 rpm
COMPRESSION RATIO: 12.7:1
STARTER / BATTERY: Electric /12V 10Ah
TRANSMISSION: 6 gears
FUEL SYSTEM: DKK Dell’Orto (Throttle body 46 mm)
CONTROL: 8 V / DOHC
LUBRICATION: Pressure lubrication with 2 oil pumps
ENGINE OIL: Motorex, Power Synth SAE 10W-50
PRIMARY DRIVE: 39:75
FINAL DRIVE: 16:45
COOLING: Liquid cooled with water/oil heat exchanger
CLUTCH: Cable operated PASC™ Slipper clutch
IGNITION / ENGINE MANAGEMENT: Bosch EMS with RBW
TRACTION CONTROL: MTC (3-mode, disengageable, rally mode*)
FRAME: Chromium-molybdenum-steel frame using the engine as stressed element, powder coated
SUBFRAME: Chromium-molybdenum-steel trellis, powder coated
HANDLEBAR: Aluminum, tapered, Ø 28 / 22 mm
FRONT SUSPENSION: Standard WP-USD Ø 43 mm; R Model WP-USD Ø 48 mm
REAR SUSPENSION: Standard WP shock absorber; R Model WP PDS shock absorber
SUSPENSION TRAVEL FRONT/REAR: Standard 7.9″/7.9″ (200/200 mm); R Model 9.5″/9.5″ (240/240 mm)
FRONT BRAKE: 2 × radially mounted 4 piston caliper, brake disc Ø 320 mm
REAR BRAKE: 2 piston floating caliper, brake disc Ø 260 mm
ABS: Bosch 9.1 MP (incl. Cornering-ABS and offroad mode, disengageable)
WHEELS FRONT/REAR: Spoked wheels with aluminum rims, 2.50 × 21″; 4.50 × 18″
TIRES FRONT/REAR: 90/90-21″; 150/70-18″
CHAIN: X-Ring 5/8 × 1/4″
SILENCER: Stainless steel primary and secondary silencer
STEERING HEAD ANGLE: Standard 64.1°; R Model 63.7°
TRAIL: Standard 107.8 mm; R Model 110.4 mm
WHEEL BASE: Standard 1,509 mm; R Model 1,528 mm
GROUND CLEARANCE: Standard 9.2″ (233 mm); R Model 10.4″ (263 mm)
SEAT HEIGHT: Standard 32.7″/33.5″ (830/850 mm); R Model 34.6″ (880 mm)
FUEL TANK CAPACITY: approx. 5.3 gallons (20 liters)
DRY WEIGHT: approx. 417 lbs (189 kg)
SERVICE INTERVALS: 9,320 miles (15,000 km)
PRICING: Standard $12,499 USD; R Model $13,499 USD
AVAILABILTY: Scheduled to arrive in the US this April

* Rally mode is optional on standard model

Gear We Used

• Helmet: Leatt GPX 6.5 Carbon V19.1
• Jacket: Fox Legion Downpour
• Pants: Fox Legion Downpour
• Boots: Gaerne SG-12 Boots
• Gloves: Fox Bomber Light
• Neck Brace: Leatt GPX 5.5
• Knee Guards: Leatt Dual Axis

Author: Rob Dabney

Rob Dabney started a lifelong obsession with motorcycles at the age of 15 when he purchased his first bike – a 1982 Honda MB5. Through his 20’s and 30’s he competed in off-road desert races, including the Baja 250, 500 and 1000. Eventually, his proclivity for exploration led him to dual sport and adventure riding. Rob’s never-ending quest to discover what’s around the next bend has taken him on Adventures in Mexico, North Africa, Europe, and throughout the American West. As a moto journalist, he enjoys inspiring others to seek adventure across horizons both near and far.

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Author: Rob Dabney
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55 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.

  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