| December 30, 2022
We traveled to Portugal to see just how capable the non-R 890 Adventure is off-road.
By Keith Dowdle
When we arrived in Óbidos, Portugal, for the international press intro of the “somewhat new” 2023 KTM 890 Adventure, the underlying message from the KTM staffers was they wanted us. and the riding public. to take their base model 890 more seriously. KTM had already introduced the also “somewhat new” R version of the 890 a couple of months earlier in Idaho at the KTM Adventure Rally, but they didn’t make that big of a deal of it—even though that bike received the same basic updates as the base model, they flew us halfway around the world to ride. Why? Well, the fact is, the R will sell and they know it.
The 890 R has pretty much been the reference machine in the middleweight ADV market (700 to 900cc) since KTM reinvented the class with the introduction of the 790 back in 2019. Since then, if you stop by your local KTM dealer to look at the 890 R, you’ll be lucky if they have one since they’re usually sold before reach the showroom floors. But don’t worry. They’ll likely have a base model in stock, probably more than one. So, it’s obvious why KTM wants to change the narrative and emphasize the R’s shorter little brother.
Compared to the R model, the 890 Adventure’s ergonomics make it more comfortable and a still capable bike for a greater variety of riders.
I’m case study number one because I was over the moon when I first learned that I would be attending the 890 press intro. After all, I’d be riding the new 890 R they introduced in Idaho. Not a week before I was supposed to travel, KTM started sending out teasers on its social channels about a “new” bike. Turns out, I’d be riding the “new” little brother. In talking to the other editors in attendance, they felt the same way: KTM tricked us into accepting their invitation by leading us to believe that we’d be riding the all-conquering 890 R. Did it work? Read on.
VIDEO | 2023 KTM 890 Adventure First Ride
Like most other editors, I didn’t bring my moto gear, instead opting for my more street-oriented over-the-boot ADV gear. I figured, surely, we wouldn’t be taking the base model bike on anything challenging. Again, it’s not the R. After a presentation by KTM’s Giacomo Zappoli, Global Marketing Manager for Travel and Off-Road machines, we learned that Giacomo would be the ride leader for our group. The next morning, we hadn’t gone a mile—on bikes we’d never ridden before—when we turned off the road, and Giacomo stopped to announce that we should all switch to Rally mode because the next section was what we could expect for the majority of the day’s ride. Two minutes later, I was face down in knee-deep sand, thinking to myself, “It’s going to be a long day.”
You don’t need the “R” to have fun on the standard 890 Adventure.
After we emerged huffing and puffing from the deep section, the big Austrian boss (who’s actually Italian) stood tall, with his hands on his hips, and announced that his base model bike could do more than we gave it credit for and off we went to see—and feel—the proof. Turns out, he wanted to make sure we got the message loud and clear.
The first thing that stands out on the 2023 890 Adventure is the rally-inspired look of the new wraparound front fairing, which is more than just nail polish and lipstick. The structure that supports the fairing has been beefed up so that the new five-inch multifunctional TFT display with its handy USB connector stays nice and stable behind the redesigned windscreen. The fairing sides are also built to withstand minor get-offs, although in looking at a couple of bikes that had already suffered some crashes earlier in the week (we were not the first wave of editors to ride them), the large low-slung protrusion of the 5.3-gallon fuel tank is the first thing to contact the ground. But it’s been built to withstand that punishment thanks to the new larger aluminum skid plate that protects the tank and keeps the bike from getting completely over on its side.
You have a new dash to look at.
The new dash and fairing combination certainly make a big difference when riding on rough terrain. There’s no more shaky windscreen, and now there’s plenty of room to mount a GPS or phone. The wind protection is also much better, even though there’s a hole in the middle that KTM explained is there to reduce buffeting at higher speeds. We were up over 100 miles per hour a couple of times on this ride, and I didn’t feel any buffeting on my helmet at all, so maybe they’re right. The new fairing is a fixed unit now, meaning that it doesn’t turn with the handlebars. If you’ve never ridden a bike with a fixed fairing, take comfort that you’ll get used to it after a few minutes, and once you’re focused on the road or trail ahead, you won’t even notice it. New LED headlights are much brighter, and the LED turn indicators and taillight are also a nice new addition.
Between the 890 Adventure’s lower height and design features, the ergonomics make it a comfortable and capable bike for a greater variety of riders. Since most of the big fuel tank is down low on the chassis, the bike is narrow where your knees make contact, giving it the feel of a small dirt bike when you’re standing up. The pegs are nice and wide, offering plenty of traction for my boots to control the bike’s direction when standing. They come with rubber inserts, which can be and were removed for our mostly off-road press ride, and once the rubber is off—and in the trash if it were my bike—the pegs are aggressively spiked, as they should be for off-road use. The newly shaped and more grippy two-piece adjustable seat was set in the low position (33 inches) when we started the day, but after about an hour of riding, I moved it up to the higher position (33.8 inches) and left it there for the rest of the ride. I’m 5ʹ9ʺ with a 34-inch inseam, and the ergos, both sitting and standing, suited my taste perfectly. I found it easy to touch the ground in either seat position—and that’s part of why KTM says that more riders should consider this model over the R since being able to touch the ground in technical off-road conditions is a huge advantage.
The 890 Adventure has a sporty and agile feel and is comfortable enough to ride all day.
The new 43mm Apex front forks now include separate compression and rebound damping adjusters, and the rear shock offers adjustable preload and rebound. The suspension works better than I expected. I’m accustomed to high-performance suspension components, and I fully expected to be bottoming and bouncing once we hit the high-speed off-road sections, but even though the Apex is KTM’s more budget-friendly suspension, it still works better than a lot of other companies’ higher-end stuff. The 21/18-inch spoke-wheel set with Pirelli Scorpion STR tires keeps the bike moving in all but the nastiest mud while also providing surprisingly good grip on twisty tarmac. I would likely opt for more aggressive off-road tires if I owned this bike, but that’s just me. The Scorpions do provide a good compromise from dirt to street, and we pulled some pretty serious lean angles in the short but twisty tarmac sections of our ride. The 890 Adventure is very comfortable and stable on the pavement due to its low center of gravity, which also shines through when you get into the twisty stuff. It turns like a dream.
The parallel-twin, 889cc DOHC engine with dual balancer shafts and slipper clutch is delightful when you open the throttle up. It has plenty of muscle (105 horsepower) to wheelie on demand from any gear, and depending on which of the three—or four (optional)—modes you choose, the rear wheel will slide only as much as you want and no more, depending on where you have traction control set. I liked Rally mode with MTC set at 4 (levels 1–10; the higher the number, the more intervention), and I rode in that setting for most of the day—even when we were on the road. Another new update related to the motor is that the throttle bodies are now equipped with integrated knock sensors for handling varying fuel quality if you find that your global travels take you to places where the fuel is questionable.
Don’t worry too much about dropping it; KTM’s got it covered.
The ABS system on the 2023 bike is now linked to the ride modes, so there’s no need to fiddle with that anymore. Once you set your ride mode, the ABS automatically adjusts to off-road or on-road—whatever the case may be. Front-wheel ABS is always active; frankly, there’s no need to turn it off. It’s better than you, me, Chris Birch, or any other incredible riders who all agree that leaving it on is the way to go. You can still slide the rear around for directional control in off-road mode, so leave the front alone—use it to control your speed and slide the back as needed. The ride modes are amazing, allowing even an average rider to go beyond what they’ve ever imagined possible. I purposely tried to trick the front-brake ABS to make it jerk or slide while off-road, and it simply wouldn’t do it. That gives you so much confidence when riding this 440-pound machine hard off-road, knowing that you can jam the front brake hard and the bike will stop without spitting you off. It’s awesome.
Let’s talk for a minute about ride modes. Love it or hate it, everyone has their own opinion, but most OEs will more than likely be offering already built-in options as pay-to-play on future models, and KTM is no different. The electronics package on the 890 Adventure will have a built-in demo mode wherein, during your first almost 1000 miles, all of the electronics will be active, but after that, it will automatically switch off unless you opt to pay for the additional modes that you want, all of which can be individually picked. Of course, the bikes that we rode, while they were preproduction models, had all the electronics turned on, and I’ll tell you now that once you’ve used them, whether it’s the Rally ride modes, the Motorcycle Traction Control (MTC), Motor Slip Regulation (MSR), or the optional up-and-down Quickshifter+, you’re going to want to keep them. They all work exceptionally well and add so much to the riding experience that you won’t be able to live without them. At least I couldn’t. As I said earlier, I was in Rally mode MTC 4 for pretty much our entire ride, and I loved it. I couldn’t image owning this bike and not having access to those features. Perhaps your dealer will throw them in if you’re a good negotiator. While you’re at it, ask the dealer for the heated grips, heated seat and cruise control, which are also optional but worth it. Did I mention that it was cold and wet during the press intro? It’s as if it was meant to be.
The 890 Adventure’s ride modes really are amazing. They allow even an average rider to go beyond what they’ve ever imagined possible.
The engineers at KTM, whether they have the power to order up the weather they want or not, do seem to have the new 890 Adventure perfectly dialed in for whatever you want to do or wherever you want to go. As we followed Giacomo back to the hotel on fast, twisting tarmac, we were having a ball, proof that the 890 Adventure is a weapon on the street as well. It has a sporty and agile feel and is comfortable enough to ride all day. Off-road, Giacomo showed us exactly what the base model 2023 KTM 890 Adventure was capable of—and he showed it off on some super steep and technical terrain that none of us were even willing to try. It got me thinking; the fact that the people designing and bringing the KTM product line to market are such incredible riders and enthusiasts themselves says a lot about this company and certainly speaks to why they have been so dominant in the off-road market over the past few decades.
The 890 Adventure should certainly be at the top of the list for anyone in the market for a middleweight adventure bike. Even with its shortened stance (compared to its taller brother), it will do everything—and more than most of us will ever have the talent or skill to conquer. And all while most riders can easily place both feet firmly on the ground. Sure, the R has more ground clearance, 10.4 vs. 9.2 inches, and WP Xplor PDS forks versus the Apex, but other than that, they’re the same motorcycle.
So, let’s all start taking the 890 R’s little brother more seriously. It’s proven its case.
Pricing is still pending [at the time of this publication], but KTM expects units in U.S. dealerships by the end of January 2023. By the way, the 790, which we’re sure you’ve heard about by now, is not coming to the U.S. market. CN
2023 KTM 890 Adventure Specifications
| Engine: |
Parallel-twin, 4-stroke |
| Valvetrain: |
DOHC, 8-valve |
| Displacement: |
889cc |
| Bore x Stroke: |
90.7 x 68.8mm |
| Cooling System: |
Liquid |
| Max Power (claimed): |
105 horsepower at 8000 rpm |
| Max Torque (claimed): |
74 ft-lbs at 6500 rpm |
| Fueling: |
46mm DKK Dell’Orto throttle bodies w/ Bosch EMS |
| Clutch: |
Wet multiplate w/assist, slipper, PASC |
| Transmission: |
6-speed |
| Final Drive: |
Chain |
| Frame: |
Chromoly trellis w/stressed-member engine; chromoly subframe |
| Handlebars: |
Tapered aluminum |
| Front Suspension: |
Fully adjustable WP Apex 43mm inverted fork |
| Rear Suspension: |
Linkage-less fully adjustable WP Apex piggyback shock |
| Front-Wheel Travel: |
7.9 in. |
| Rear-Wheel Travel: |
7.9 in. |
| Wheels: |
Wire spoked |
| Front Wheel: |
21 x 2.50 in. |
| Rear Wheel: |
18 x 4.50 in. |
| Tires: |
Pirelli Scorpion Rally STR |
| Front Tire: |
90/90 x 21 in. |
| Rear Tire: |
150/70 x 18 in. |
| Front Brake: |
320mm discs w/Brembo 4-piston calipers |
| Rear Brake: |
260mm disc w/Brembo caliper |
| Wheelbase: |
59.4 in. |
| Seat Height: |
33.8 in. |
| Fuel Capacity: |
5.3 gal. |
| Weight (curb, claimed): |
473 lbs. |
