One surprising omission is the rear radar that features (optionally) on Ducati’s Multistrada V4 S to give blind spot warnings. There’s a conventional cruise control mode, too, that doesn’t use the radar.
It remains active during gearchanges regardless of whether you have the quickshifter option or not, and deactivates when either brake is used. KTM gives five settings for the distance the system will keep from vehicles ahead and includes an ‘overtake assist’ that gives a short burst of acceleration when needed. Like its rivals, it can be used above 30km/h (18mph), although KTM doesn’t allow the system to be used above 150km/h (93mph) while BMW and Ducati both allow their versions to remain active until 160km/h (99mph). There’s optional anti-dive for the forks, too, and the system can be set to three modes – comfort, street or sport – with two more (off road and auto) as an optional extra.Īs has become the norm, all these settings can be accessed via a large, colour TFT dashboard that also gives control over the bike’s unique selling point, the radar-assisted cruise control.Īlthough beaten to the punch by Ducati and BMW, which offer the same Bosch-developed radar system as an optional extra on the Multistrada V R1250RT respectively, the KTM is the first bike to get the system as standard equipment.
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However, dry weight is a poor indicator of real-world mass and once loaded with fluids and a full tank of fuel the Super Adventure will be significantly heftier than either of those figures.Īll this is underpinned by the latest version of WP’s semi active ‘APEX SAT’ suspension, which adjusts the damping in real time as you ride, using inputs from stroke sensors, the bike’s six-axis inertial measurement unit and the throttle and brakes to react to changes in surface or riding style. Overall, KTM says the bike weighs ‘approximately’ 220kg dry, which is 5kg more than the old version.
The redesigned bodywork also means improved ergonomics, with a hand-adjustable screen that can be raised 55mm higher than before. The filler is still in the conventional spot, though, and the two side tanks are interconnected so they fill and drain in unison. At 23 litres there’s just as much capacity as before, but most of the fuel in carried in the fairing sides rather than between your legs. The new fuel tank, which KTM refers to as a ‘three-cell design’ has two side-mounted sections like the 890 Adventure, freeing up space for the lowered seat and the new airbox above the engine. At the back there’s a redesigned swingarm sitting below a completely new, forged aluminium subframe that lowers the seat (now adjustable from 849 to 869mm, previously 860 to 875mm). Still a steel trellis, it holds the engine in a different position, rotating it forwards by two degrees, and puts the steering head 15mm further back than before for a shorter 1557mm wheelbase (down from 1580mm) to improve agility. On top of that there’s a new airbox and a reworked gearbox with a lighter shift drum to make for smoother changes, all the more so when allied to the bike’s optional quickshifter.Īll that is bolted to a frame that’s been completely redesigned. Reworked to meet Euro5 emissions rules, the 2021 bike gets thinner-walled engine cases, cutting 1kg from the motor’s mass, along with a completely new exhaust, new coils, revised internal oil passages and a new clutch. But the similarities belie the depth of changes made to the LC8 V-twin. In fact, the old version had 1lbft more on tap and hit its peak power fractionally lower in the rev range, at 8750rpm rather than the 2021 model’s 9000rpm. On paper, the engine’s headline specs – 160hp and 102lbft of torque from 1301cc – are barely changed.