Wheels come in unchanged 19-inch front, 17-inch rear diameters but they’re cast alloy, rather than the tubeless-ready wire-spokers fitted to the other Adventures. That reduces off-road strength but saves a kilo of weight. The wheels are also narrower, as are the Metzeler Tourance Next tyres they wear, which come in 110/80 front and 150/70 rear sizes.
The one-piece handlebar, on the other hand, is slightly wider, but the screen remains unchanged from the 1190’s, so is adjustable for height after you’ve unlocked it with a couple of levers, which requires both hands so can’t be done on the move. Instruments and controls are also retained, so the view is of an analogue tacho inset with orange-faced digital display containing the speedometer, fuel-gauge and other information; and on the left of that the comprehensive menu of electronic settings.
The 1050’s electronics are simpler than the 1190’s because it has a more basic traction control system, and three rather than four riding modes: Sport, Street and Rain. (The ‘Off-road’ mode, which incorporates a front-wheel-only ABS setting, is available as an optional extra.) But the 1050 was reminiscent of the larger-engined model as its 75º, liquid-cooled V-twin motor came to life and sent the bike surging forward with a light clutch action and an impressively smooth and flexible feel.
KTM have done a good job of perfecting the fuelling of their recent Adventures, and the 1050 is no exception. On the brief stretch of urban road, and then the faster one running along the Gran Canaria coast, it pulled easily from low revs, feeling pleasantly smooth and relaxed. Throttle response was very crisp in the ‘Sport’ mode, with ‘Street’ giving a slightly softer delivery, although neither was remotely abrupt.
This bike can’t approach the 1190’s maximum output of 150 PS, but its torque output keeps up all the way to 6,000 revolutions per minute, at which point it simply straightens out to the 8,500-RPM limit, rather than continuing to climb. Whereas the bigger motor keeps revving harder and higher until delivering its maximum power at 9,500 RPM, the 1050 maxes out at just 6,200 RPM. Not surprisingly, it felt breathless at higher revs, and ran into the limiter if I didn’t change up promptly through the sweet-shifting ‘box.
On the open road the Adventure cruised effortlessly at about 140 km/h, well short of its top speed of about 210 km/h, while I sat feeling fairly well protected by the screen. In its highest position this did a good job of diverting the breeze, although I’m tall. Shorter riders will fare even better and will also benefit from the new seat, which is 10 millimetres lower at 850 mm. The 1050 is still quite a tall bike, but its generous steering lock also helps with manoeuvrability. And at 212 kg without fuel it’s five kilos lighter than the 1190.
This being a KTM launch, it wasn’t long till the pace picked up. When we turned off on to the first twisty stretch, the lead rider pulled the pin to highlight what the 1050 could do. With its wider bars, reduced weight and narrower wheels and tyres, it was slightly more flickable than the 1190 Adventure, which itself is outstandingly agile by big dual-purpose bike standards. The smaller V-twin could be hustled round hairpins with the merest nudge of the bars, and steered with superb precision and neutrality.
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