To ensure we had both bikes on equal footing and to maximize traction in the dirt, we spooned on a fresh set of Motoz Tractionator Desert H/T DOT knobbies. In addition, multiple timed runs of each bike were conducted with the same rider, on the same course, on the same day.

Starting out with a gradual but very sandy descent towards some cross ruts and small ledges, leading to a stretch of whoops, the 790R clearly had the advantage. With speeds kept in check by turns in the sandy path, the lighter weight and hyper-quick throttle response of the 790 Adventure R made it much easier to keep the front end light, and change direction at will. The 990R’s comparably heavier front end feel was more apt to wash out or push through the tighter and sandier sections. When the trail straightened out however, the 990’s planted and stable feel then inspired confidence to crack the throttle over the roughest sections of the course.

Some portions of the course could be handed to either bike, even though they exhibited very different characteristics. In the whoops for example, the 790R had an amazingly light and “flickable” quality. The stiffer and more reactive suspension, combined with immediate throttle response, made quick adjustments much easier when navigating this section. Stability provided by the 990R’s weight and longer wheelbase could lessen the degree of additional rider input necessary at times, as inertia and good geometry helped guide the machine through a well-chosen line.

After all our tests were run, comparing the two fastest lap times between the bikes resulted in a 790R win by just under two seconds. This number may sound like a slim margin until it is put into context with other bikes. ADV Pulse has been using this same course and this same 2012 KTM 990 Adventure R as a benchmark for several years now. In previous tests, the 990R bested Honda’s Africa Twin by 7 seconds, KTM’s own 1190R by 3.5 seconds and the 1090R by 0.7 seconds. So far, the KTM 790 Adventure R is the first bike to beat the 990R model. 

Real World Test

Riding a test course on an unloaded bike is one thing, but adventure bikes can often have roughly half the weight of a passenger hanging off them in the form of luggage. Loading up both the 790R and 990R with matching sets of Wolfman soft luggage, we headed into the mountains of Southern California for more real-world testing, and jotting notes in our tent field offices afterward.

Escaping from Los Angeles means freeways, and a lot of them. Most posted speed limits are suggestions apparently, and the entire mass of vehicles typically surges along at around 70-80 mph when not in gridlock. The 990R’s seating position, and sloping high dash leading up to a comparatively taller windscreen make for a more comfortable experience overall during long road slogs in this environment. It feels like you’re sitting “in” the machine versus “on top” of it. Nearing the 80 mph mark, the 990R’s engine revs around 500 rpms less than the 790R at the same speed, and its higher torque curve still allows for what feels like comparatively easier passing without the need to grab a gear.

The 790R’s agile handling makes it easier to filter through traffic than the tippy-feeling 990R. It’s comfortable cruising for long highway stretches, but a slight buzz from the parallel-twin can be perceived at around 80 mph and above 6,000 rpm. A deeper and smoother rumble from the 990 makes it feel slightly more at home when cruising the superslab. With its short “enduro” style windscreen, the 790 lacks a degree of wind protection for taller riders as well. Comparing these two machines side-by-side on a long road trip quickly reveals the 990 will require more frequent stops for fuel. While both bikes carry 5.3 gallons, the 990 averages around 180-200 miles on a fill up, compared to the more efficient 790 which can easily reach 230 miles on a tank in mixed riding conditions.

Once the superslab turns to twisties, the 790R’s higher-revving engine, shorter wheelbase, and stiffer suspension leave the 990R wanting. Lighter by 45 pounds (fueled), and with the advantage of traction control featuring the aforementioned adjustable “slip” setting, the 790 feels vastly more flickable and provides greater confidence through tight curves and chicanes. With traction control off, greater throttle hand diligence is required on the 790 as its fast-revving engine can easily roast the tires through corners. The 990R doesn’t have traction control but a tractable motor and stable, heavier chassis keeps the rear tire gripping out of turns, despite its greater horsepower.

Leaving the tarmac for unpaved roads and trails, many of the same observations from the off-road test course are mimicked in the context of riding fully-loaded in the dirt. The 990R’s plush and stable quality allowed its higher ground clearance to easily navigate even the gnarliest sections of trail, albeit perhaps with a bit more attention – there’s nearly 50 extra pounds to pick up if something goes wrong and the bike is dropped. In turn, the more-responsive suspension in the 790R’s shorter wheelbase, combined with a snappier throttle being filtered by a highly adjustable traction control system makes you almost forget there’s luggage on the bike. While the lower, wider fuel tank bulges would occasionally brush against obstacles in the tightest and most technical sections of trail, the 790R was more confidence-inspiring overall when the going got extremely rocky or otherwise technical.

Final Thoughts

Both rally racing, and the adventure motorcycle market segment have evolved dramatically since 2003. Emissions standards, and ongoing development in technologies such as traction control, ABS, lean angle sensors, power modes, quickshifters, and other electronics are changing how we interact with motorcycles.

With KTM’s release of the 790 Adventure R, 2019 marked what is arguably a large step in the right direction for the adventure bike segment. While its method of carrying fuel low on the bike draws immediate visual attention, looking further into the KTM 790R reveals many more aspects in suspension, chassis, and engine design which all work towards the persistent and often elusive goal of lighter/better weight distribution, and improved off-road handling for big-twin adventure bikes. 

From a performance standpoint, KTM has created a smaller, lighter, and more nimble handling adventure bike that outperforms the 990R in many off-road riding conditions. A lower CG, lower seat height, and advanced rider aids like adjustable-slip traction control, off-road ABS and power maps, can also make the 790R easier and safer to ride for a wider range of motorcyclists.

As a touring mount, the 790 Adventure R may not be quite as smooth as the larger-displacement 990R but it is a comfortable cruiser nonetheless. Offering a significant fuel range advantage over the 990R, optional electronic cruise control, and a TFT dash which features turn-by-turn navigation when linked with the KTM MyRide app pushes the 790 further into the modern “touring machine” realm than the 990. Interestingly enough, KTM sells the 790R with all of its advanced tech for $1,000 less than it offered the 990R in 2012. Now that’s progress!

In most regards, the new parallel-twin 790R platform would appear to have finally eclipsed its legendary predecessor, which is no small feat. Over its 10-year history, the 950/990 platform proved itself to be both a rally winning motorcycle, and world traveler. No other modern adventure bike has achieved this distinction.

Perhaps the most surprising aspect is that the LC8 was the first ever twin-cylinder offering by KTM. How they got it all so right from the very beginning could likely be credited in large part to KTM directly involving Fabrizio Meoni with the development of the bike. In much the same way that the design and development of KTM’s first V-twin adventure bike closely involved a champion racer, KTM’s first parallel-twin adventure bike did so as well. Four-time Baja 1000 champion and Dakar veteran Quinn Cody was deeply involved in both the development and testing of the 790R. By directly incorporating rally and off-road racing experience into this new adventure bike, KTM has created the first true successor to the 950/990 Adventure’s throne which has been virtually untouched for 16 years.

Still not ready to give up your old 950/990R? No one would blame you for feeling that way. They remain impressive bikes, worthy of holding onto. While they do take a skilled rider (and usually a tall inseam) to get the most out of them, they have a unique feeling that puts a smile on your face every time you push them hard on the trail. A combination of their sound, flowy suspension, and ability to blow through the gnarliest terrain with ease inspires dreams of rally racing. While the model line ceased only six years ago, KTM’s original twin cylinder platform will eventually fade into history, and likely into the realm of a classic motorcycle. Indeed, the spirit of the late Fabrizio Meoni and the twin-cylinder rally era continue to live on every time we fire up these legendary machines.

Specs Comparison

Photos by Jon Beck and Rob Dabney

Author: Jon Beck

Jon Beck is fulfilling a dream of never figuring out what to be when he grows up. Racing mountain bikes, competitive surfing, and touring as a musician are somehow part of what led Jon to travel through over 40 countries so far as an adventure motorcycle photographer, journalist, and guide. From precision riding for cameras in Hollywood, to refilling a fountain pen for travel stories, Jon brings a rare blend of experience to the table. While he seems happiest when lost in a desert someplace, deadlines are met most of the time.