One way to restore faith in the clutch is to take a 100 mile ride. In this case, a mixed ride of highway and city traffic to run a lengthy errand. Pre-start, the clutch felt normal. After startup it remained normal. A good blast into the city and then some typical traffic and all was well. The return trip was uneventful as well. With the fluid level showing completely normal, this mystery continues.....
2015 KTM 1190 Adventure R
After a really long cold spell, I went to free the 1190R for a short ride to circulate oil. Although it started without issue, I soon noticed that there was no resistance in the clutch lever. A quick peek into the reservoir identified the problem. It was dry! Bone dry!! Fortunately, it uses mineral oil, and I had some handy. In short order, the clutch Lever returned to normal feel, but now I have a trust issue. Why was it dry, and where did the oil go? Did the cold temperatures contribute? Searching online produced quite a few discussions about clutch slave cylinder issues, including common aftermarket replacements. That is fine, but I will go the dealer route first. This is a machine with only 4500 miles on it and even with cable operated clutches, I have almost never had a clutch issue, so this is vexing on a very low mileage bike.
A long time ago, in a galaxy far far away, I won a $100 gift certificate for Clearwater lights. It was not enough to buy lights, so I finally decided to use it before expiration for some yellow lenses. These would cut through fog, and as a bonus, they offer another layer of protection for he Glenda lights. In unrelated news, 4K miles was about enough miles to warrant a chain cleaning. A messy job, but not hard, and some lube had things looking and functioning well.
I added a quick 75 miles in order to scrub in the tires. It was a mix of mostly back curvy roads, with 10 miles of gravel, and 15 miles of interstate. With fresh tires on a chilly day, there was no intention to push the limits, but the tires are obviously much smoother and quieter than the TKC80s. Turn in for even mild corners is much easier, and the squishy feel when leaned over is gone. Straight line speed has a lot less vibration, and I was able to briefly sample triple digit speeds (closed course, professional driver). On the gravel roads sampled today, I was not able to tell much difference. The rear obviously breaks loose much easier, but it seems to handle pack gravel just as well as the 80s. I am sure that corners and rougher stuff are where the differences will be apparent, but today the 70s looked very competent on all surfaces.
4000 miles, of close to 60/40 road/dirt, and the rear TKC80 was done. Squared off with a few blocks cracked and threatening to come off in chunks. 150hp at the rear wheel will do that. The street miles included a bunch of highway miles and some 2-Up. This is disappointing life out of the rear, but the machine will probably see something more like 70/30 road/dirt going forward. That called for some rethinking of the next tire choice. Finalist #1 was Heidenau. Prior experience proved them to be great on wear, but noisy on the road, and poor in the wet. #2 was the Karoo 3. No experience here, but research online suggested that they were closer to the TKCs. Finalist #3 was the TKC70. In theory, it was the ideal compromise. High wear at the center, multiple compounds, good on road and in the wet, competent off-road. Reviews were good. We shall see how ideal it actually is.....
A riding club in the region, Laurel Highlands BMW Riders, had an annual pilgrimage to Bridge Day in Fayetteville, West Virginia. The state tourist board had developed a number of ways to celebrate their natural wonders, and this was one of them. Some decades later, Bridge Day has become a good excuse for motorcycle riders and groups to visit one of the best riding areas in the country. And so it was that we elected to head for Webster Springs WV, Getting there is fun because in this state, anything other than the interstate is a good road. Just tell the GPS to avoid highways and great motorcycling will follow. The state is so mountainous, that a straight road is rare, and a flat road is rare. The roads follow rivers at the base of the mountains, or climb over the mountains to get to the next valley. None of these mountains are very high, with most between 2500 and 4000 ft, but they are numerous. All of this makes for great motorcycling, that rivals the best in North America.
On this trip, since we were based in Webster Springs, we covered state roads like 55 and 219 and 15 and 60, and 20, all of which were great fun. There were miles of sweepers, and corkscrews and switchbacks. There were challenging descents and ascents. There were beautiful scenic vistas. There was rarely a poor road surface. To add to this, I was riding with a small cadre of mates that preferred a "spirited" pace. At times, this tested the TKC80s on the 1190R, and I saw the ASC kick in on a few occasions. I even had the bike in Sport mode for a while, but I found that sport mode + TKCs = Danger. Lean angles are good on this bike, even with the Moskos and TKCs, and 180 degree sweepers allowed for considerable speed while uphill or downhill hairpins produced no drama. Besides wishing I was on more street-oriented rubber, I was impressed. Carlito's Mexican restaurant in Lewisburg was another pleasant surprise.
Back at base camp, the group of mostly BMW riders from the Laurel Highlands club was a great collection of people. Not too hung up on brand, all about riding, a great core of like-minded enthusiasts that made a Ducati, a KTM, a V-Strom, and a couple of Kawasaki Concours, completely welcome. Food and adult beverages went well on into the night. All too soon, it was time for the trek home. I st the GPS to avoid highways, and pointed northeast. No disappointment. It was almost sad to see the sign saying welcome to Maryland, as the terrain changed and farmland appeared as if a scene change from a Hollywood movie had taken place. But no worries WV, I'll be back.
I am not sure why the 1190 Adventure R comes with lower bars but no upper bars. The upper plastic just begs for some protection, and the after market responded. Touratech was the choice from among many options. The installation was a bit tricky, as there were no instructions, and the brackets needed a little manipulation. In the end however, it all came together and looks great. The only thing I would change, is to powdercoat the hardware orange so that it blends into the frame.
The day dawned grey and with a very fine mist of rain. Temperatures were cool. Not ideal for a ride, but this had been planned for a while and it was going to happen. On to the rendezvous site.
Breakfast with friends and a Yamaha Tenere, meant a trip down river road to New Hope. This is a favorite road on a weekend morning before the traffic gets heavy with herds of Harleys. Even 2up, the 1190 barely notices the additional weight under acceleration. If this machine was on street tires, it would be a monster on the street, and a decent touring rig.
Playing around with rain mode revealed a more docile throttle response, which was fine for slick corners on the TKC 80s. As things dried out though it was back to street mode. The stock seat which was temporarily back on the bike proved why it is only good for short stints. It is thin and feels like you are sitting on the seat pan after about an hour. Passenger accommodations are reportedly similar.
Today was a chance to play around on paved roads. It was also a chance to spend some time in Sport Mode to see how the machine handled. It is the one mode that I have not really used much. Off-road gets frequent use, as does Street. I have used rain mode a few times in the wet. So for this outing, I found a twisty section and changed modes on the fly which is a really cool feature. The most obvious difference is the throttle response. It is noticeably more sensitive, and I had to be careful mid corner, particularly with the TKCs. Truth be told, I found it a bit snatchy. There is no automated suspension, so nothing happens there. There are changes to traction control, and ABS as well in sport mode, but I was nowhere near the limits that would sample that. In the end, I like Street Mode better. It may not be as sharp, but for my riding, it feels more suitable, and delivers all the power this beast has to offer.
A beautiful day, a few hours, and the 1190R. That's all you need. On this day, a mix of 60 road miles and 60 dirt miles was a perfect combination. Rothrock state forest, and Penn Roosevelt state park connected by some side trails, and then onto Whipple Dam state park. There was nobody on the trails, and a great canopy of green to shield from the heat but let just the right amount of light shine through. I did discover that off-road ABS mode allows for a surprising amount of slip before it engages!
Suddenly, the service alert is on when the bike starts. It is frustrating that there is no info about the general nature of the issue and whether to continue riding. It is not at a mileage threshold, so this will have to wait for the dealer to sort it out....or not. A call to the dealer revealed that KTM triggers the service alert by either time or mileage. In this case, time triggered the alert. A forum provided the simple method to reset the alert.
All of a sudden, a few maladies have begun to pop up. The first is the fuel garage. This is well documented on the forums, but the mystery is why this has persisted across models and years ! In the case of KTM, it is a simple manufacturing flaw with the fuel guage float. It gets wedged at the top of its travel, and then reads full forever. It also results in an errant mileage range estimate. Forums suspect that it causes range to read in km rather than miles, giving you 440 (in my case) to go.
The fix is to remove the plastics, pull out the fuel guage tube, open it up, lightly sand the float, and reinstall everything. In my case, there was a noticeable burr on the float that was probably the culprit. It was a 30 min annoyance to fix. I cannot say why it took 2600 miles to start happening, but some suspect that the float swells in the combination of warmer times and fuel chemicals. Regardless, this is an inexcusable issue not to have been remedied on a machine in this price range, and with this much electronic sophistication.
A cool and cloudy morning left the roads completely clear in the early morning. That gave the 1190R a chance to clear its' lungs. The twisty roads leading to Snow Shoe allowed for spirited progress and the most acute lean angles that we would dare on TKC's. A turn to the east entered the Sproul State Forest, and off onto the first gravel road. The Sproul Forest is an alternating patchwork of heavily wooded forest and meadows. The danger of the early hour was that the deer were active, and quite a few were startled by the 1190R. Fortunately, no close calls. However, once back on paved roads, we did have a close encounter with a Black bear walking her two cubs across the road in a very leisurely manner. It was hard on the brakes, and then we pulled over to watch them play for a minute before they scampered away. An incredible experience.
Then it was back off-road for a while before emerging not far from Renovo. The road from Renovo to Loch Haven is a great ribbon of sweeping curves following the river. This was another test of the cornering capabilities and lean angles of the TKC's which were surprisingly good, but squirmy. After a brief stop for breakfast, it was a 30 mile highway blast before returning to twisty roads to finish off.
A multi-hour garage session allowed us to finish wiring the Clearwater lights. Rather than hack the factory harness or tie into the high beams, I opted for a simple handlebar-mounted switch. This was also a chance to try out the ram mount for my trusty handheld Garmin.
A February weekend with almost 70 degree highs and sunny skies meant that all the frustrated two-wheeled faithful were out on the roads. It felt like the middle of summer with herds of Harley's and squadrons of sport bikes. To complete 2 days of riding, the 1190R got some exercise running through Amish country and some two-lane highways. With cinders still on the roads, and snow melt in places, it was a reminder of just how powerful this machine is. I actually rode around in rain mode for a while, which limits the bike to 100hp. That was plenty for the roads and conditions..... Over hill and dale, past a Llama ranch where the animals looked way overdressed for the warm weather, alongside a fox at full trot, past cornfield stubble, and back. It was a great to be back on two wheels for more than a few minutes. The road calls...
A recall letter (details below) provided a good excuse to ride to the dealer 80 miles away. The day was colder than expected, so it required all of the cold weather gear. The work was done swiftly as it mostly involved re-routing the ABS modulator wiring. The return trip was a little better as the temps were in the upper 30s by that time. The windshield offers decent protection, and the heated grips were on high for the first time. Although not difficult, it is a pain to have to go through menus just to change the heated grip levels.
"KTM is recalling certain ADVENTURE models to the workshops of authorized KTM dealers for a check of the ABS modulator´s wiring harness. Following market investigations by KTM it has been determined that due to deviations in the assembly process, in isolated cases contact may occur between the wiring harness and the ABS modulator. Measurements have shown that an electrical connection may be created via the brake line between the ABS modulator and the vehicle ground. For this to occur, the wiring harness must be frayed and must be in contact with the ABS modulator and the brake line must be electrically conductive. This only occurs in very rare cases. A conductive brake line can overheat and ultimately melt which can result in failure of a brake system circuit. The routing of the wiring harness must therefore be checked and if necessary corrected at the models mentioned below. The following models are affected by the recall:
KTM 1190 ADVENTURE up to and including model year 2016
KTM 1190 ADVENTURE R up to and including model year 2016
KTM 1290 SUPER ADVENTURE up to and including model year 2016
Customers to whom the affected motorcycles have already been delivered are being informed by a personal letter and are asked to immediately contact an authorized KTM dealer to arrange an appointment for replacement. In addition, customers can check online in the “Service” area of the KTM website to determine if their motorcycle is affected by this recall. The check and correction of the ABS modulator´s wiring harness will be carried out at no cost to motorcycle owners, but must be performed by authorized KTM dealers only."
The forecast was technically accurate, but not useful. A high in the sixties, partially sunny. For mid-November, this was going to be an ideal chance to get in a few hours of riding. I completed a few errands with the temps in the high 50s. A few hours later, the sky was slightly overcast and a slight breeze was picking up, but the temperature still read almost 60°. I rode off to the north and west towards the mountains, and noticed that the wind was picking up significantly and that the temperatures were dropping even with a relatively minor increase in elevation. within 20 minutes, the wind had changed to ferocious gusts, and the temperature had plummeted into the low 40s. I pulled over to insert the jacket liner and to grab the warm gloves that I had fortunately kept in the top case. I put the heated grips on low and then on medium, which is tedious with the 1190 as it requires going through the menus. A severe weather alert popped up on the phone and although only an hour into the ride, it was obvious that the plan three hours was not going to be a smart idea.
I reluctantly plotted a more direct course back home. There would be no photos and video from the scenic Lookout point that I had in mind today. By now the wind was actually moving the bike when the gusts hit. A very disconcerting feeling, and I was glad to be on the larger KTM. I headed onto the interstate ramp, and merged into the slow lane going east. The faster I traveled, the more the gyroscopic affect was impacted by the wind gusts. I took it down a notch. Tractor trailers were being blown over a foot or so into the other lane. I steered clear of all of the vehicles and positioned myself in the middle of the lane so that I would be able to withstand a little movement left or right. I was certainly not wearing the right gear for the windchill effect. My hands were recovering, but my knees were becoming frozen. The dual sport helmet let in way too much air at these temps, and I needed another layer beneath the 3 season jacket. It was a harrowing and uncomfortable 47 miles back home.
Lessons learned? Always carry gear to cope with variable weather. Ironically, that gear was in the luggage that I decided not to mount for this short warm ride. Secondly, check the weather at frequent points and don't just rely on what you saw earlier that day. Are these obvious points, that I had heard and seen and heeded myself a million times? Yes. Did I need a reminder? Obviously yes.
After doing a bit of dirt, and some highway miles, and some back roads, it was time to round out the other aspects of a truly versatile machine. Commuting is not the main purpose of the 1190R, but it was pressed into service as the G650GS was half apart for a lighting upgrade. Several hundred miles round trip provided a chance to try the heated grips on low and medium settings. They were hardly noticeable on low, but good on the medium setting. The windshield is pretty effective, and provides minimal turbulence due to the design. The TKC80s are not the ideal tire, but they are not bad on the highway. Of course, they are being wasted by doing interstate miles.....The Powersports seat is fine for a tankful of gas (250-300 miles), and feels like a longer stint would work as well. TBD.
A Two-up test of 150 miles or so was next. The seat is similarly good for a tankfull, but the pegs are in a comfortable ergonomic position, and the ride is reported as smoother despite the TKCs. The route was twisty, so it was a good chance to test the Hamelin capability while having a passenger. The bike handled great on slow speed twisty roads and switchbacks. The clutch feels a lot smoother now, so I must be getting used to it, and the brakes are stellar under all conditions. The luggage also presented no problems in terms of its location, so we finally have things configured for long distance touring. All told, a good shakedown.
This started at the GS Giants rally, where a riding partner had a Pelican case on the rear of his R12GS. Nothing unusual there, as I have had a case on the back of the R100GSPD, and the R12GSA, and the R1150GSA. In fact, I still have the case. However, it was the rack and mounting method that caught my attention at the rally. It was easily removed from the rack in a few seconds, unlike my fixed attachments. It had mounting pucks, keeping it firmly attached.
I asked Emil about his rack, and he indicated that it was from a North Carolina company called BRE breaking into the adventure market. I sent them an email to see if they had a rack for the 1190R. They said a prototype was in process. I indicated that I would like to order the first production unit. And so it was that I got the unit before they even had instructions for the KTM. The rack fit well using spacers and the existing handle assembly. I used J B Weld to close up the former mounting holes. After miles of off-road and on-road, the case stays firmly attached, and it is great to have this case back on a bike.
The luggage racks came with the ability to attach a 1 gallon Rotax fuel container. Not needed under normal circumstances as the tank holds 6 gallons. However, the GSA WAS 7.5 gallons, and this puts the R back on par with the range. It also officially fills the space that was unofficially filled with the fuel bottle container. The Molle-attached pouch on the Mosko bag can now be used for something else.