KTM’s 2017 ADV Range: Design Insights

KTM’s Product Marketing Coordinator, Gustav Greiner, offers a fascinating insight into the component and technology upgrades found in the brand’s new-generation Adventure models for 2017.

KTM is not afraid to employ bright, young talent. And the brand’s Product Marketing Coordinator for their Adventure models, 29-year-old Gustav Greiner, is a perfect example. Recently poached from BMW, where he held a similar role, the multi-lingual Greiner comes with a Masters in Industrial Engineering and appears right at home in an orange shirt.
Over a hearty lunch at the recent Asia-Pacific launch for KTM’s 2017 Adventure models, we sat down with Gustav Greiner to get a better insight into the all-new bikes, the standout components and technology introduced to them for 2017, and what sort of customer each model is designed for.

TM: Give us an insight into your role with KTM, Gustav.
GG: KTM has been growing exponentially in recent years, and along with that growth has been a decision that there are dedicated managers for each major market segment. And so my area of responsibility is with the fast-growing adventure market segment. Like Joachim Sauer in the enduro segment, my role as Product Marketing Coordinator is essentially a technical marketing role. I help articulate the technical upgrades made to each year-model to the media. In other words, I try to explain why the bikes are using new components and technology, and how it improves them. I started the KTM job full-time in August last year, and I love it.

From a technical point of view, help put KTM’s 2017 range of Adventure models in context for us.
First of all, like all other manufacturers – especially in Europe – KTM needed to ensure that these new Adventure models were compatible with the new Euro 4 regulations introduced for 2017. That meant the engines would need some work to guarantee compliance. And because we did not want to continue with three engines – the 1050, 1190 and 1290 – we saw it as a good opportunity to formulate a new platform strategy. We decided to focus our attention on two engine capacities only: the 1090 and 1290. In addition to the two-model line-up being easier to understand, this focus also allowed us to make big advances with these two engines. For each new engine, we produced two models – the “S” models, which are more focused on the road; and the “R” models, which are more capable for off-road riding (although Australia will only be bringing in the 1090R, 1290R and 1290S to suit your market’s off-road preference). With the 1290 Super Adventure engine, we also have a ”T” model for the European market. It’s for those who want to travel and explore.

So which components are common to all three bikes we’ll be getting in Australia?
The chassis is a common component. Aside from a few small differences with engine mounts, the chromoly steel trellis frame is common to all three bikes, as is the swingarm and 23-litre fuel tank. The 1090R and 1290R share the same WP fork and shock absorber – albeit with slightly different settings – but the 1290S gets totally different suspension because it uses the semi-active electronic suspension system. Most of the controls and running gear are also the same, though only the two 1290 models get the new TFT display dash, upgraded electronics package, and the all-new headlight, wind shield and bodywork designs.

In your mind, what are the three most significant changes to the 2017 machines?
For the two R models, the big improvement in the suspension’s off-road performance will be the first thing that most people will notice in moving from the 2016 1190 to the 2017 1090R and 1290R. But I think the advances in both engines’ low-rev torque and rideability is an equally big step forward. This was created by a combination of the new resonating chambers in the cylinder head (on the 1290) and several upgrades to the inlet tracts. So rather than compromising performance to make the engines compatible with Euro 4, we actually managed to improve power, torque and rideability of both engines significantly. Compared with the 1190, these new engines deliver their power in a noticeably smoother, more refined way. And on the 1290s, that is complemented by the new Quickshifter Plus technology for seamless shifting. Thirdly, the new TFT dash on the 1290 doesn’t just look good, you have the option to choose your favorites functions on the 6.5″ display, and with one push of the quick selector buttons you’re back to the menu section you prefer.

Aside from being the new ‘face’ of the 2017 1290 models, you made a lot of noise about this new headlight. Why’s that?
Because we’re very proud of it, I suppose [laughs]. It’s a one-piece unit that uses a state-of-the-art design and LEDs for optimal illumination. Our challenge was to eliminate the heat that LEDs emit via the use of a heat sink (or cooling device) because LEDs do not like heat. Our solution was not to hide the heat sink, but to make it (a central aluminium carrier to which the LEDs are mounted) a core part of the entire headlight’s design. We did this by splitting the headlight in two with a vertical cooling channel down the middle. The LEDs actually beam from the centre outwards, into the reflectors. Then around that, we incorporated a daytime running light and of course the electronically controlled cornering lights, which are a very functional safety feature.

And the 1290s’ all-new 6.5” TFT dash has already won a major consumer electronics award, right?
Yes, it did. This TFT (Thin Film Transistor) dash was developed in collaboration with Bosch. What is so special about it is its super-strong, scratch-resistant ‘Gorilla Glass’, which bonds directly onto the display itself. The result is that you can read the dash perfectly even in full sunlight.

What about some of the smaller details you reckon are worthy of mention?
I think the smart phone pocket near the steering head is very practical, as it comes with a USB port for charging, and you can accept incoming calls if you have the optional KTM My Ride. Next to that is the cigarette lighter-style charger into which you can plug your GPS or other device. Then there are things like moving the cruise control over to the left side of the bars, where it’s easier to use, and the new illuminated bar-mounted switchblocks, which are actually very practical.

What sort of rider or customer is each model designed for? How do the three models we’ll be getting in Australia – the 1090R, 1290R and 1290S – ‘fit in’?
The 1090 Adventure R is designed to attract the customer who is most focused on riding off-road. He is experienced and skilled in off-road terrain. He may also own an enduro bike, but he’s increasingly interested in longer, multi-day rides on a machine that offers both performance and comfort, and a decent fuel range. But he also wants a lightweight ‘Travel Enduro’ bike that he can enjoy riding off-road.
The 1290 Super Adventure R is also designed for a competent off-road rider, but a guy who also likes the idea of having 140Nm of torque and 160 horsepower for bitumen and gravel roads. He values the superior electronics package, technology and features it has over the 1090R, and likes the statement this machine makes.
The 1290 Super Adventure S will appeal to the customer who is hunting for the very latest, state-of-the-art technology – from the appearance of the bike itself through to the electronics. He is likely to have previously owned a sports or adventure bike, but because he rides mainly on the road, he wants a fast, torquey machine that’s capable of big lean angles, but which can also handle gravel roads.

Speaking of defining models, what can you say about the recent speculation and spy images of KTM’s all-new 800cc Adventure model?
Unfortunately for you, I can say nothing. We’re here at the launch of the new 1090 and 1290 models.

Thanks, Gustav. See you at the 790 Adventure R launch later in the year then, eh?
Huh?