KTM 890 Adventure R (2025 – ) review

Middleweight twin-cylinder adventure bikes have become hugely popular in recent years, a trend commonly attributed to the arrival of Yamaha’s MT07-derived, Ténéré in 2019, even if the Triumph Tiger Tiger 800 and 900 and BMW F 700/800 GS may have something to say about that! Whatever, with litre-plus adventure bikes getting ever heavier, more complex and more expensive smaller bikes appeal for their versatility, affordability and, in some cases, even better off-road ability, the class now joined by big hitters like the Honda XL750 Transalp and Suzuki V-Strom 800. KTM joined the fight with the 790 Adventure in 2019 along with an R version with higher-spec WP XPLOR suspension, increased ground clearance and more rugged styling. Updated, more powerful 890 versions of both arrived in 2021 which have now been further updated, while a Chinese-built version of the 790 returned in 2023 as a more budget version. The latest updates give a more aggressive KTM 450 Rally-inspired appearance, there is reworked WP suspension, more off-road biased rubber and enhanced tech, all of which puts the R as probably the most convincing off-road biased middleweight adventure currently available.

A major part of the design brief for the R version is to give it more off-road ability and, inevitably, that has implications for ergonomics and riding position. These have been addressed again with this latest update and changes to the fairing, fuel tank and cowling make a noticeable difference. With longer travel suspension, 21-inch/18-inch wire wheels and the need for a slim saddle to facilitate standing while off-road, the R has a much taller 880mm seat than the standard version, repositioned bars, a different single-piece saddle and shorter screen. All of that’s great for off-roading but it’s noticeably less comfortable or refined on the road, especially on longer journeys and a case of pays your money, takes your choice over the more accommodating standard 890.

The measure of practicality will, as ever, depend on your requirements and expectations. If you want a street bike, you’re best off looking elsewhere. If you only want a bit of off-road ability, perhaps the standard 890 is a better bet. But if you want a middleweight adventure that’s equally at home on the dirt as it is tarmac, the R is probably the bike to beat. As an 890 twin it’s the ideal compromise of weight and performance to be just as good on-road as off, and its dirt prowess is only really matched by the Ténéré 700 over which the KTM has a hefty power advantage. Even with its knobblies and long-travel suspension it’s impressively assured on the road and, by virtue of being nimble and punchy, it’s decent around town as well. If that fits your definition of practicality you’re unlikely to find any bike better. But if you can make do with slightly less dirt aplomb, the standard 890 Adventure or closely related Husqvarna Norden 901 would probably make more practical, all-round choices.

The KTM 890 Adventure R’s proven 889cc parallel-twin produces 105 horsepower with 100NM of torque, making it one of the most potent engines in the category. That motor packs a seriously impressive punch throughout the rev range but, although its delivery is far more aggressive than rivals such as the Transalp and Ténéré, it’s always manageable and is incredibly addictive, offering a true sense of excitement. For road riding it’s great fun and makes the 890 Adventure R one of the most aggressive and playful machines in the sector, but it’s also more than happy to bimble along quietly or through town. Its brakes are similarly impressive, especially for a middleweight off-roader. Up front are twin 320mm discs grasped by radial four-piston Brembo calipers, with a 260mm single rear disc and twin-piston caliper. Both are also aided by cornering ABS with the R now also getting an Off-road ABS mode. It’s all impressive, powerful, has bags of finesse with the only limiting factor being its knobbly tyres.

Again, your view of the KTM 890 Adventure R’s ride and handling is dependent on how you view the trade-off between road and off-road ability. But it feels an impressive compromise. The chromoly tubular frame uses the engine as stressed member, the 20-litre ‘pannier’ fuel tank helps keep its centre of gravity low, the adjustable WP XPLOR forks and shock have been further refined and it is now equipped with Mitas ENDURO TRAIL+ tyres. Weight, meanwhile, is 200kg dry, 215kg wet. Considering all of that, the R not only excels off-road but is also far better on-road than it probably has any right to be. Saying all that, unless you really intend to go full send in the dirt the extra grip, comfort and weather protection of the standard version might be all you need. But the R’s road manners are still way above expectation.

KTMs, even middleweight ones, never come cheap and the R is no different. At the time of writing the R starts just shy of £14,000, which is four grand more than a Transalp and three grand more than the most off-road focused Ténéré Rally. This looks steep, but you do get what you pay for in terms of equipment, quality and ability. At the same time, running costs on the R will likely be more than most rivals, too, the extra power and willingness to be taken off-road likely contributing to its appetite for consumable bits.

No escaping KTM hasn’t had the unblemished reliability record of some of its mainstream rivals, with reports of things like oil leaks, warped discs and electronics problems not difficult to find. At heart, however, the R has now been around since 2019, so is largely proven and KTM insists it has made great reliability strides in recent years. It’s still a concern, but probably not as much as inflammatory headlines suggest.

Partly for the reputation discussed above all KTMs now come with a warranty covering all parts and labour for four years from first registration – as long as servicing is carried out on schedule at an official KTM dealer. Speaking of which, the 890 R’s service intervals are typical of the 890 twin series, with standard, annual services due every 15,000 kilometres (or 9,300 miles) and the more expensive valve adjustment and spark plug change due every 30,000kms (18,600 miles).

Another area in which the KTM 890 Adventure R’s pedigree and premium quality shines through. The slick 5.0-inch TFT dash is packed with features, is intuitive and easy to use and now gives extra functionality, including a turn-by-turn navigation system and a phone feature that will allow you to save 10 of your favourite contacts. There’s also the Demo mode bundling an up/down quickshifter, cruise control, Motor Slip Regulation and the additional Rally mode as standard … but only for the first 900 miles or so. After which you’ll have to pay another £850 for them to be permanently unlocked if you’ve got used to having them, which you probably will have. While core parts like suspension, brakes and wheels are all very good quality you still need to pay extra for heated grips or a centre stand, too.

If you want the versatility of a middleweight adventure bike but also one that’s a serious, credible off-roader, the R stands out above all others. The Ténéré Rally comes close and is a lot cheaper, but it can’t quite match the KTM’s ability while a BMW F 900 GS offers comparable potential but only when optioned up with expensive off-road extras. Clearly, though, the 890 Adventure R is a serious bit of kit and one of the most capable off-roading adventure machines of its type with a chassis, engine and electronics package combining real excitement with impressive on-road competence as well. Just be sure you need all of that dirt ability – if not you’d be better off with the standard version.