Jesse Ziegler | October 16, 2024
We rarely go back five years to revisit a bike model and test it again as a new model in the current year. That’s hard to say, let alone do. But somehow, KTM pulled it off with the introduction of the 2024 KTM Adventure. To fully grasp why we are here, we should probably revisit the beginning.
The new KTM 790 Adventure looks and feels familiar.
Photography by Align Media
In the spring of 2019, KTM released a new generation of midsize adventure motorcycles to an eager media and buying public. The 790 Adventure and 790 Adventure R branched from larger displacement V-twins of the past to a future of parallel pistons and less-than-a-liter displacement. The market was happy. Adventure riders wanted smaller, more nimble machines from KTM so they could more easily go from their proudly orange dirt bikes to bigger adventures of the same color. The timing was good.
Fast forward a bit, and the 790 quickly became an 890 by the 2021 model year, a mostly welcomed bump in displacement to meet emissions and performance benchmarks. The result: we got some of our beloved V-twin torque back, thanks to a 20 percent heftier crank, while enjoying the 890’s expanded top-end pull. Not a compromise. But one might ask if we are cresting midsize limits already.
The new graphics package and updated bodywork (shared with the 890) give it more of a rally bike look.
Around the same time the original 790 Adventure hit the market, a strategic partnership between KTM’s global operations and CFMoto in China blossomed. In 2017, the two entered a joint venture company (CFMoto-KTMR2R) partnership that created a 10-acre expansion of CFMoto’s domestic facilities, including a one-million-square-foot production facility capable of producing 50,000 motorcycles annually. This partnership allowed CFMoto to enjoy KTM’s shared engine technology and design expertise while KTM’s market presence in China ballooned with the production of its KTMR2R-branded small-displacement motorcycles in China. Likewise, CFMoto products are distributed by KTM’s global network (not in North America). All this really started back in 2011 when CFMoto was simply the KTM importer into China.
Now, we all know a lot has happened since the spring of 2019 in the global economy and certainly when it comes to supply chains and manufacturing. Remember when you couldn’t buy a Ford F-150 because there weren’t enough computer chips or microprocessors or whatnot? So do we. I think we’re all caught up now.
With ample power, smooth torque, fine quickshifting and a suite of on-road electronics, the 790 Adventure is a capable canyon carver.
The 2024 KTM 790 Adventure is the latest product of this partnership. It’s manufactured in China on the expanded campus of CFMoto-KTMR2R from KTM-sourced components, most of which are the same as any 890 you can buy. And other than by someone telling you such, you can only tell it’s assembled in China by looking at the sticker on the frame that states the same, or by checking the price. At my first and rather frequent glance over a couple of months of testing, I kept looking for more. Maybe a weird-looking bolt or an odd material finish as a telltale sign of Chinese manufacturing. But I just can’t find one here. It is put together as well as any other modern adventure motorcycle we’ve tested, and that shouldn’t be a surprise as CFMoto’s manufacturing reputation is very solid.
A high visibility TFT display shows current settings, status and options easily at a glance. The graphics are clean and sensical, as well.
What you get here is a very modern adventure motorcycle at an astounding price, thanks to reduced labor costs. With a base retail of $10,999, the 2024 KTM 790 Adventure instantly becomes a contender for anyone in this space. With class-leading electronics and advanced rider aids onboard, it starts to set itself apart from the competition on paper very quickly.
Rider aids top the list of premium goods here with a full suite of ABS, MTC (motorcycle traction control) and Ride Modes. MTC comes courtesy of a 6D IMU controlling unintended rear wheel slip and wheelies. It’s also lean-angle sensitive. ABS enjoys the same via cornering intelligence. Off-road ABS is onboard and automatically engaged in Off-road modes or the optional Rally mode. You’re leaving nothing on the table here.
KTM’s media team won’t let us take an ADV bike without a PowerParts skid plate. The stock one is updated and covers more vulnerable parts, but this is wise insurance. Smart move.
We tested our machine with the fully equipped Tech Pack installed. This $734.99 option unlocks the electronics potential of all options, including KTM’s Quickshifter+, Rally mode, and Cruise Control. We’ve mentioned this in every KTM Adventure test in the past five years—get the Tech Pack installed. You will want the quickshifter, cruise control and fantastically functional rally mode with on-demand variable rear wheel slip control. It’s easy to use and works wonderfully. All electronic options are accessed through and displayed on a fantastic five-inch TFT display that is easily read in all lighting conditions. Switchgear to manipulate options on the clutch side is a familiar and effective cluster, void of complicated rotating wheels or other distractions.
All the aids in the world won’t mean much if the motor doesn’t perform. And the 2024 KTM 790 Adventure motor is highly refined. It enjoys the 20 percent heavier crankshaft that was part of the 890 upgrades in 2021 and incorporates all the running changes we’ve seen—clutch oiling being the most obvious of the disclosed refinements. The motor also has knock-control if you fill up from that old can of gas in the back of a taco stand.
The only thing holding this bike back off-road is the non-adjustable suspension. And even that is better than many standard offerings in the market.
During testing, the motor received high praise despite us having some doubts about whether it would live up to our 890 standards. It does, and in some ways, we like the 790 engine better. First, the EFI programming is spot-on with a clean delivery across the rpm range and with a welcoming and predictable power character. It is working very well. It isn’t quite as rowdy as an 890, but that’s fine with us as we’re in control more of the time. It seems to shine with the slightly smaller displacement and heavier crank combo to deliver more usable power. It doesn’t have quite the arm-pulling overrev we’ve enjoyed in the 890 family, but that’s also generally fine with us in an adventure setting. It is fighting way above its weight class in power output and delivery, especially when you consider its incredibly low MSRP. This is the engine benchmark in the sub-$11K market, for sure, and we would have been massively impressed in 2019 with this setup on the original 790, which had less-than-impressive bottom-end torque.
The chassis is very familiar to us who have ridden any of the KTM parallel-twin ADV bikes. A KTM-standard steel trellis frame, tubular steel subframe and low-slung fuel tank combine for a confident, low center-of-gravity ride. Rarely do you feel top-heavy on these bikes and the new 790 continues this trend. It also receives the latest facelift and more rally-inspired look from side shrouds up to its larger windscreen. Very nice.
Taking the road less traveled is what this is all about. The 790 helps you get there with ease.
Suspension duties are handled by WP’s road-focused Apex series with a 43mm non-adjustable fork up front and non-adjustable shock (save for preload steps on a ring) out back. The suspension is more than adequate, with a much higher performing setup than other ADV bikes in this class with non-adjustable suspension (we’re looking at you, Honda Transalp). Heck, it’s even better than some adjustable goods out there. You will find the limit off-road, but it’s close to where you should be slowing down anyway. The 7.9 inches of travel front and back is fine but can be bottomed when things get spicy. On-road, the handling is quite nice for touring and spirited canyon runs. Compared to the tiring, harsh hits the 890 Adventure R delivers on initial bump impacts, the 790’s Apex units provide a plush, comfortable ride. Yet, you certainly can’t push it off-road like the 890 Adventure R.
It’s clear the addition of the 2024 KTM 790 Adventure to KTM’s lineup opens some doors for the brand. It replaces the “non-R” version of KTM ADV bikes with a much more cost-conscious competitor to damn nearly everything in the market. It almost must be considered now that KTM’s Adventure series were always priced out of the equation for many.
If you’re not overly concerned about maximum off-road suspension performance, the new 790 Adventure is even a serious competitor to the 890 Adventure R. From our experience, the build quality, electronics integration, and every other performance factor we can imagine considering the displacement difference is identical. CN
2024 KTM 790 Adventure Specifications
| MSRP |
$10,999 (As tested with KTM Tech Pack $12,259.97) |
| Engine |
Parallel-twin, 4-stroke |
| Displacement |
799cc |
| Valvetrain |
DOHC, 8-valve |
| Bore x stroke |
88 x 65.7mm |
| Compression Ratio |
12.5:1 |
| Fuel injection |
Electronic fuel injection system, 46mm throttle bodies, Ride-by-Wire throttle |
| Exhaust |
2/2/2001 |
| Transmission |
6-speed |
| Clutch |
Wet cable-operated PASC Slipper clutch |
| Chassis |
Chromium-Molybdenum-Steel trellis frame using the engine as stressed element, powder coated |
| Front suspension |
43mm WP Apex fork, preload adjustable, 7.9 in. wheel travel |
| Rear suspension |
WP Apex monoshock, preload adjustable, 7.9 in. wheel travel |
| Front brake |
Dual four-piston radial calipers, 320mm discs, Cornering ABS |
| Rear brake |
Twin-piston caliper, single 260mm disc, Cornering ABS |
| Front tire |
90/90-21 |
| Rear tire |
150/70-18 |
| Rake |
25.9° |
| Wheelbase |
59.4 in. |
| Seat height |
33.8 in. |
| Fuel capacity |
5.3 gal |
| Weight (curb, claimed) |
438 lbs. |
