2013 KTM Adventure 1190

Discussion in 'Ridiculous streetbikes with 6 CPUs and too much ho' started by goodcat8, Apr 23, 2012.

  1. LukasM

    LukasM Long timer

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    Because you can get a dent in the rim and the tire will not seal any more, or you have a hole/cut that's too big too plug.
  2. wilmar13

    wilmar13 Been here awhile

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    Ah OK... well then I argue my method is far better because you can actually remove the valve stem and run a tube. :D

    I did forget that you should put the continuous rim strip that is already one your tubed wheel over the tape so it will never come off at high speeds... but I can't see how it is possible that the expensive one time use "heat shrink" band is any better than adhesive tape and the plastic rim strip... it is cheaper and you can still use a tube when you tweak your wheel.
  3. Mika_AT

    Mika_AT Adventurer

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    I love this !!!!

    Envoyé depuis mon Nexus S avec Tapatalk
  4. cjracer

    cjracer AWD please!!

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    :lol3 That's great. I think it's called a "Performance Dent".
  5. HappyGoLucky

    HappyGoLucky Goeie Grys Giftige Gert!

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    Absolutely. I'd pony up for one of those. Minus ceramic discs of course (etc)
  6. Sumi

    Sumi Long timer

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    The (9x0) LC8 is already the lightest engine in its class (about 57kgs - 125 lbs if I remember correctly), and rotating masses are also kept at a very minimum level.. Thats why it revs so freely + don't really like anything below 3-4k rpm..
  7. Navin

    Navin Long timer

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    So development stops at conception???

    Other than addin FI which was a basic, bolt on affair and reliability updates, it hasn't changed, has it?

    Do you concede that a new SOHC head would shave rotating mass? Delete a pair of cams and the gear drive, thats significant. That the cases can be far lighter? Check out the rest of the line, the EXC lost huge weight just from the new cast cases. The LC-8 could lose twice that if not more. That a remote oil tank could be lighter and located AWAY from rock strikes? That the rider ergos could be better? :ear
  8. wilmar13

    wilmar13 Been here awhile

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    Still room for improvement... I mean just for comparison the SXV 550 v-twin weighs 70lbs with transmission (you can carry it around in your arms, it is almost comical how light it is) and puts out 70hp at the WHEEL! This is a DOHC v-twin too, which isn't the lightest way to design a two cyl engine... a couple tweaks to improve the sealing areas internally and add some piston skirt for more stability and you have a reliable engine with two stroke power density... No reason KTM can't raise the bar from the mark set by the LC8 and create a 100lb robust powerplant.
  9. gbx2001

    gbx2001 Geophiz

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    Please correct me if I am wrong, but I recall the 550 V-twin as having horrendously frequent maintenance intervals, which would be a deal breaker for me. I do very much like the basic idea of a lightweight V-twin, but am willing to have it weigh an extra 10 pounds for greater reliability.

    I would like to see a (minimum) 100,000 mile V-twin engine, with little maintenance required beyond infrequent oil, filter, plug, clutch plate changes etc. I much prefer riding bikes to fixing them / performing maintenance on them.

    Cheers.
  10. Schannulleke

    Schannulleke Been here awhile

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    Yes I think the current LC8 can be made lighter.

    Also compare it with the Highland 950 anno 2003. 20kg lighter and 13 hp less than the SE, but still a 950cc engine. Then drop the displacement, optimize the entire bike and imagine what 790cc platform KTM could hypothetically release in 2015...

    I would buy an SE that is 20kg lighter, even at the cost of some hp.
  11. Hobbes950

    Hobbes950 Darth Kitten

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    [​IMG]

    or maybe

    [​IMG]
  12. DockingPilot

    DockingPilot Hooked Up and Hard Over

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    I think youll have to beef up that subframe. Your Grande Starbucks cup when placed on it in your weekly parking lot chit-chat... ah, "ride", will break that one Commander.
    :brow Just sayin....


    :lol3
  13. wpbarlow

    wpbarlow Long timer

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    That's a dirty stinkin lie!
    You know I only go to Dunkin Donuts!
  14. Jaimoto

    Jaimoto Spaniard in Chile

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    Actually you're gonna need lots of them. One per drop exactly unless you manage to drop the bike on it's left side :D
  15. DockingPilot

    DockingPilot Hooked Up and Hard Over

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    :lol3
    I'm free now to shoot from the hip at will.......
  16. Sumi

    Sumi Long timer

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    Actually it got some improvements.. Lighter crank to say the least, or resolved reliability issues like the WP shaft.. But yes, it surely can be improved more - maybe for the price of giving up it's characteristics..

    I'm not sure, but wouldn't an SOHC engine have a bigger (taller) cylinder head by the way, also wouldn't it be prone to more errors, like the LC4's seizing cam follower bearings or the constantly failing auto decomps?

    I personally like the material of the engine, as it won't break instantly when you fall over with the bike on a piec of wood or something.. (yeah, I know it's already quite soft, as the sidestand can still crack it, or a well arranged impact on the foot brake lever - but imagine if it was thinner / poorer material.) BTW the cam covers are made from magnesium alloy:)

    I also agree that one can relocate the oil tank, but then you'll need an oil cooler as well.. So you may loose let's say.. 3-4lbs from the font - maybe less?
    Change the plastics to CF (like on the KTM Rally bikes?)? That would make a big loss in weight, but it would cost as much as a 690RR.. So still no good. The engine and the frame together are like 80kgs (176lbs) or less.. So it's less than half of the bike's weight.. See, reducing the engine's weight by let's say 10kgs (22lbs) will still keep the bike above 200kgs (440lbs).. Okay, the oil tank thing would remove another 4lbs, so 436lbs total.. It's not the engine (nor the frame) that makes this bike heavy IMO!

    Imagine if KTM has stopped the production of the 640 Adventure - which would be more cost efficient to restart (with the current 690 LC4 engine), and never made a similliar bike since, why would they design a brand new (or a derated, or smaller displacement 9x0 V-Twin LC8 engine) for lots of money, instead just factory transforming a 690E into a 690ADV which they already have an engine for?

    I guess the market needs some time.. Like 5-10 years to realize, that besides of today's so called "DS" bikes, there is a need for a bike or bikes something like the 640ADV or the 950ADV/990ADV or the 950SE was - maybe somewhere in between these bikes, and will fill this currently developing hole somehow:) - but this won't happen tomorrow IMO.

    Schannulleke: The Highland V-Twin is an unreliable bike as I've heard.. Even compared to KTM:rofl
  17. wilmar13

    wilmar13 Been here awhile

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    The maintenance intervals are primarily a function of the oil capacity... it holds 1.2 L of oil, similar to any real off road race bike. Viscosity breaks down fast and as it overheats and to a lesser extent experiences more shearing due to high revving engine speeds... also because you have more blow by with 2 rings you get more gas contamination. All par for the course for what it is (an actual race engine)... add a 3.5L oil capacity, taller pistons with a 3rd ring and you are back to 3k mile change intervals. Analogous to KTM's 690 compared to say the 500EXC.

    I'm sure lots of guys want to score with supermodels, while still being poor dumb fat and ugly, but it isn't realistic. There is no free lunch in the universe. You want 100k mile no brainer reliability, you have to accept low compression, slow revving, over-built mass. Everything is a compromise, and engine design parameters too are a continuum of compromise.
  18. DavidD

    DavidD Been here awhile

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    Don't worry its ok I always fall off to the left.........................but just in case I don't the luggage rack will save the Akra :evil

    Case Carrier for Aluminium Cases

    60312912044


    Sturdy luggage rack system to accommodate the aluminum case. Easy assembly without changing the passenger footpegs. Optimal load transfer over existing mounting points on the chassis.
  19. Sumi

    Sumi Long timer

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    +1
  20. Navin

    Navin Long timer

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    The new cases on the singles are lighter and stronger. The SOHCers would be just as tuff as anything else, the EXCs have been running them all along and suffer no such bearing issues. Lots has happened since the original LC-4s!

    KTM has developed alot of new designs, the plastic subframe fuel tank, the Husaberg 70 degree engines, the tool free airfilters, easy access to regular wrenching items. Wouldn't you like to pop off the seat with a button/pull loop and release the airfilter by moving a wire clip aside? :eek1


    If they had built "that" bike, dropping just 30 lbs even, with more room for a rider to get forward and the same power, or even 15 HP less to the 2004 levels, the collective would not be crying that it wasn't a 150 HP rocket! They'd be saying the original 990s were too fast anyway! :lol3