Ninjette Newsbot
September 6th, 2015, 06:50 AM
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/super_adventure_1290_90.jpg?itok=enU5-vLF ©Motorcyclist
KTM (http://www.motorcyclistonline.com/tags/ktm) didn’t start totally from scratch with the 1290 Super Adventure (CLICK HERE to see the First Ride review (http://www.motorcyclistonline.com/2015-ktm-1290-super-adventure-first-ride-motorcycle-review)), and that’s a good thing. The 1190 Adventure it’s based on is a fantastic platform, and the engine, a cousin to the raucous and ticket-worthy 1290 Super Duke R, is a peach.
VIDEO: Watch this On Two Wheels shootout between the KTM 1290 Super Adventure and BMW's R1200GS Adventure (http://www.motorcyclistonline.com/motorcyclist-two-wheels-adventure-touring-comparison-bmw-r1200-gsa-vs-ktm-1290-super-adventure-new)
ENGINE
The RC8, 1190 Adventure, and 1290 Super Duke R share a basic engine platform that’s substantially different from the long-running (though now dead) LC8 950/990 series (even though this new engine is also called an LC8).
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_engine.jpg?itok=uEDTELol ©Motorcyclist
To get to 1,301cc, the engine gains 3mm in bore and 2mm in stroke compared to the 1190. A new crankshaft has more mass than the 1190’s or 1290 Super Duke R’s to complement the Super Adventure’s more touring-oriented role. A total of 2kg of additional flywheel mass was added through more material on the crank as well as a heavier alternator rotor. KTM’s goal was to improve running smoothness and make the engine a bit less snappy.
And while the 1290 Super Adventure uses the same pistons and connecting rods as the 1190, changes to the cylinder head result in a higher compression ratio, now 13.1:1 from 12.5:1. Those heads carry over the 1190’s twin spark plugs but get different (smaller) ports and milder cams in order to increase torque across the band at the expense of peak horsepower. Compared to the 1290 Super Duke R, the Super Adventure is down 20 hp at the peak (160 versus 180), but when you overlay the 1190 and 1290 SA traces, it’s clear the new machine is stronger everywhere.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_dashboard.jpg?itok=lFadLzJv ©Motorcyclist
ELECTRONICS
Bosch’s ride-by-wire system (acting on Keihin throttle bodies) is at the center of the Super Adventure’s extensive electronics package. With information on chassis attitude, including lean angle, the Bosch system informs the traction control as well as meters power based on the assumed ability of the rear Continental TrailAttack2 to handle it. Four ride modes determine maximum power, throttle response, and TC thresholds. Sport gives the most aggressive throttle response, the highest non-off-road TC thresholds, and maximum power. Street dials back the aggression a bit but not the peak power; TC allows a little less slip and moderates power with lean angle a bit more conservatively. Rain limits peak power to 100 hp and further increases TC intervention. Off-Road allows a two-to-one ratio of rear tire speed to front along with a 100-hp limit and very progressive throttle response. TC can be turned totally off. ABS can be turned off as well or placed in Off-Road mode, which allows you to lock the rear wheel but retain front ABS with an elevated threshold.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_suspension.jpg?itok=GY64harP ©Motorcyclist
SUSPENSION
For KTM’s first semi-active suspension it turned to subsidiary and longtime partner WP. In concept, the WP-built system is something of a mixture of Ducati’s Skyhook and BMW’s Dynamic ESA. It’s also a lot like the system on Aprilia’s new Caponord. KTM uses a pair of accelerometers mounted on the chassis to read pitch changes and the frame’s response to bumps. As well, KTM fits travel sensors so the system can read the actual position of the suspension. The rear employs a no-touch Hall-effect sensor on the swingarm that should be resistant to contamination, while the fork gets a novel magnetic sliding potentiometer inside the left leg. To keep the sensor clean, that leg carries no damping cartridge, just the single, heavy-duty spring and an electric preload adjuster. The other leg carries a conventional cartridge fitted with an electromagnetic valve that can change damping in 10 milliseconds. Like the familiar BMW designs, the WP shock has an electromagnetic valve to alter both rebound and compression damping, plus an electric motor preload adjuster.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_daytime_riding_light.jpg?itok=p5IznxvN ©Motorcyclist
COMFORT
Safety and convenience features abound. The Super Adventure has cruise control, hill control (which applies the brakes when the bike is stopped to keep it from rolling downhill), tire-pressure monitoring, standard heated grips and seats, and a clever auxiliary lighting system that sees into corners without complicated motors or movable headlight reflectors. A much larger fairing than found on the 1190 Adventure works with the larger fuel tank to provide considerably more weather protection for the pilot and passenger.
Click here for full story... (http://www.motorcyclistonline.com/2015-ktm-1290-super-adventure-adv-bikes-adventure-touring-hard-parts)
KTM (http://www.motorcyclistonline.com/tags/ktm) didn’t start totally from scratch with the 1290 Super Adventure (CLICK HERE to see the First Ride review (http://www.motorcyclistonline.com/2015-ktm-1290-super-adventure-first-ride-motorcycle-review)), and that’s a good thing. The 1190 Adventure it’s based on is a fantastic platform, and the engine, a cousin to the raucous and ticket-worthy 1290 Super Duke R, is a peach.
VIDEO: Watch this On Two Wheels shootout between the KTM 1290 Super Adventure and BMW's R1200GS Adventure (http://www.motorcyclistonline.com/motorcyclist-two-wheels-adventure-touring-comparison-bmw-r1200-gsa-vs-ktm-1290-super-adventure-new)
ENGINE
The RC8, 1190 Adventure, and 1290 Super Duke R share a basic engine platform that’s substantially different from the long-running (though now dead) LC8 950/990 series (even though this new engine is also called an LC8).
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_engine.jpg?itok=uEDTELol ©Motorcyclist
To get to 1,301cc, the engine gains 3mm in bore and 2mm in stroke compared to the 1190. A new crankshaft has more mass than the 1190’s or 1290 Super Duke R’s to complement the Super Adventure’s more touring-oriented role. A total of 2kg of additional flywheel mass was added through more material on the crank as well as a heavier alternator rotor. KTM’s goal was to improve running smoothness and make the engine a bit less snappy.
And while the 1290 Super Adventure uses the same pistons and connecting rods as the 1190, changes to the cylinder head result in a higher compression ratio, now 13.1:1 from 12.5:1. Those heads carry over the 1190’s twin spark plugs but get different (smaller) ports and milder cams in order to increase torque across the band at the expense of peak horsepower. Compared to the 1290 Super Duke R, the Super Adventure is down 20 hp at the peak (160 versus 180), but when you overlay the 1190 and 1290 SA traces, it’s clear the new machine is stronger everywhere.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_dashboard.jpg?itok=lFadLzJv ©Motorcyclist
ELECTRONICS
Bosch’s ride-by-wire system (acting on Keihin throttle bodies) is at the center of the Super Adventure’s extensive electronics package. With information on chassis attitude, including lean angle, the Bosch system informs the traction control as well as meters power based on the assumed ability of the rear Continental TrailAttack2 to handle it. Four ride modes determine maximum power, throttle response, and TC thresholds. Sport gives the most aggressive throttle response, the highest non-off-road TC thresholds, and maximum power. Street dials back the aggression a bit but not the peak power; TC allows a little less slip and moderates power with lean angle a bit more conservatively. Rain limits peak power to 100 hp and further increases TC intervention. Off-Road allows a two-to-one ratio of rear tire speed to front along with a 100-hp limit and very progressive throttle response. TC can be turned totally off. ABS can be turned off as well or placed in Off-Road mode, which allows you to lock the rear wheel but retain front ABS with an elevated threshold.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_suspension.jpg?itok=GY64harP ©Motorcyclist
SUSPENSION
For KTM’s first semi-active suspension it turned to subsidiary and longtime partner WP. In concept, the WP-built system is something of a mixture of Ducati’s Skyhook and BMW’s Dynamic ESA. It’s also a lot like the system on Aprilia’s new Caponord. KTM uses a pair of accelerometers mounted on the chassis to read pitch changes and the frame’s response to bumps. As well, KTM fits travel sensors so the system can read the actual position of the suspension. The rear employs a no-touch Hall-effect sensor on the swingarm that should be resistant to contamination, while the fork gets a novel magnetic sliding potentiometer inside the left leg. To keep the sensor clean, that leg carries no damping cartridge, just the single, heavy-duty spring and an electric preload adjuster. The other leg carries a conventional cartridge fitted with an electromagnetic valve that can change damping in 10 milliseconds. Like the familiar BMW designs, the WP shock has an electromagnetic valve to alter both rebound and compression damping, plus an electric motor preload adjuster.
http://www.motorcyclistonline.com/sites/motorcyclistonline.com/files/styles/small_1x_/public/images/2015/09/mcy0515_super_daytime_riding_light.jpg?itok=p5IznxvN ©Motorcyclist
COMFORT
Safety and convenience features abound. The Super Adventure has cruise control, hill control (which applies the brakes when the bike is stopped to keep it from rolling downhill), tire-pressure monitoring, standard heated grips and seats, and a clever auxiliary lighting system that sees into corners without complicated motors or movable headlight reflectors. A much larger fairing than found on the 1190 Adventure works with the larger fuel tank to provide considerably more weather protection for the pilot and passenger.
Click here for full story... (http://www.motorcyclistonline.com/2015-ktm-1290-super-adventure-adv-bikes-adventure-touring-hard-parts)