KTM Adventure 990: the last of the Austrian Mohicans

The famous Austrian motorcycle manufacturer has plenty of loyal fans, but many of them consider the KTM 990 Adventure to be the last of its kind, claiming that since the flagship touring bike began to increase its capacity, and with it its weight, it has become “not the same anymore.” . In addition, the modern Adventure 1190 and 1290 are equipped with a lot of auxiliary systems, useful and, undoubtedly, effective, but experienced motorcycle truckers often do not trust all this modern electronic stuffing, guided by the principle “the simpler, the more reliable .” There is undoubtedly some rational grain in this.

Even externally, it is the KTM 990 Adventure that most closely resembles those black and orange (although there are, of course, other colors) motorcycles that we associate with long-distance roads and desert rallies. Produced for eight years , this bike won the hearts of many motorcyclists, and for good reason. It is valued for its combination of excellent technical characteristics, high reliability, reliability and endurance . Powerful and heavy, it is good on both asphalt and dirt, especially if the pilot has enough skills to handle it. And it’s much easier to service the KTM 990 Adventure yourself than its more modern counterparts.

KTM 990 Adventure Specifications

When creating this motorcycle, the designers followed a proven path and assembled a “classic” touring enduro in the good sense of the word. Steel frame, 100 hp, 115 Nm of torque, 207 kg dry (and 230 kg curb) weight, high seating position, ideal weight distribution, refined handling, 6-speed gearbox . Having ridden the KTM 990 Adventure at least once, you understand why this motorcycle is loved. Seeming heavy and even clumsy in static conditions, it transforms on the move, handling superbly at speeds from 10 to 150 km/h, and when the gas is opened sharply, it simply shoots forward like a cork from a champagne bottle.

But there is no need to be afraid of accelerating on it - two 300 mm discs at the front very effectively help it slow down, and the rear 240 mm disc is by no means useless. The gas tank contains 19.5 liters . The maximum speed of the KTM 990 Adventure is about 200 km/h , and it covers the first hundred in a little less than four seconds . The fuel system deserves special attention - this motorcycle can run on any gasoline! In general, the manufacturer recommends pouring AI-95 or AI-98 , but technically the Adventure 990 is capable of digesting even AI-80, which is written in black and white in the manual for this bike. Moreover, in order for the injector and engine to “switch” to low-octane gasoline, you just need to open one wire under the seat . How many motorcycles do you know that can do this? The most curious thing is that for some reason this useful and even unique feature is practically not mentioned in reviews of the KTM 990 Adventure. But this can also be important on a long journey to a place where there is no normal gasoline!

For the most impatient: this is a very specific motorcycle, for very specific riders and tasks, it will definitely not suit 93.5% of motorcyclists. For those who are slowly harboring the Austrian virus within themselves - read on

About myself I don’t have much experience in both driving (5 seasons, 64 thousand) and maintenance. I only had a chance to spin the Yamaha FZ6 (superficially) and Warrior (thoughtfully), the BMW R1200GS (what can I twist))), and of course the KTM 990Adv. Previously rode a Warrior, tested an R1200GS, and quite a bit of a Sportster. So all impressions will be biased. Purchase history is outlined here. In a nutshell, I wanted to continue driving a lot, this time not limiting myself to the usual good roads. Asphalt directions were the priority; there was not much pressure on the ground. The best choice in all respects for motorcycle touring in the form of boxer BMWs was completely rejected by my irrational beginning. And away we go...

Design and maintenance

I'll start with the cons, and this one is the most important.
For a person with an unprepared psyche, all this will seem like sheer pain. To begin with, I will quote Ivan locdog: “You are lucky, along with the KTM motorcycle you bought a mechanic’s course. And even if you don’t have mechanical experience, but you have a torque wrench, everything is better than you thought.” Motorcycle design. The layout is extremely dense, everything is aimed at reducing the CG. The only consumables you can replace are the pads/discs and air vents. The speed of service increases with each maintenance, and the hand quickly becomes full. Over time, such density and engineering approaches are gradually beginning to be liked. For example, it is difficult to do something wrong - the hoses are not long enough, or the friction will become too obvious, etc. Bucky. A cornerstone element, without removing which no maintenance is possible. There are two of them, on the sides. I shoot for 10 minutes without arches, with much more arches. Battery Remove - 10-15 minutes. Light a cigarette - 3 minutes, no need to remove the battery. Injector. It's located in an air duct, I've never seen anything like it before. Requires removal when replacing spark plugs. Pulling off the main terminal is quite difficult. Candles. Replacing them is extremely confusing. In addition to the injector, you also have to remove the radiator. But after all the required actions, at least use a torque wrench.

I’ll supplement the picture with a couple of excerpts from the official manual: — it is recommended to hang the removed injector from the steering wheel with clamps during maintenance; — to completely drain all the antifreeze, the front of the motorcycle needs to be lifted up half a meter.

Extras. The layout of the motorcycle may interfere with maintenance. For example: - engine protection bars make it difficult to remove the tanks and carry out maintenance - the luggage frames need to be unscrewed to remove the rear shock absorber - the tail tank conflicts with the luggage frames and in general it also needs to be brought to fruition. So choose your supplements wisely.

Breakability and resource. If locdog's experience has shown that a motorcycle lives in inhumane conditions, then with proper care and affection there should be no problems. From a friend from the KTM service center I heard a story about the mileage of the LC8 engine 260 thousand km without capital, the timing elements were changed and that’s all. However, it is worth remembering that a KTM is not an AKM, and anything can break, always and everywhere. But because If you have ALREADY purchased a motorcycle mechanic course, then it’s not scary.

Consumables

As such, they cost the same as everyone else, unless of course you buy factory-approved Motorex oil and their own antifreeze. The Swiss franc shot up sharply after decoupling its exchange rate from the euro, and the price tags on Motorex are beyond good and evil. At spring 2015 prices: 4 liter canister of Ipone Katana full synth oil = 3200 rubles (3.6 liters for an oil change), 2 spark plugs NGK DCP-8R article number 4339 (article number is important!) 2*400 rubles, antifreeze cost something, cost something a can of “native” Magura Blood for the hydraulic clutch circuit. Pirelli Scorpion Trail tires, 95% asphalt (although Rybachy was passed on it) about 15tr per set. Filters, pads - I don’t remember. Other spare parts, even small ones, cost money. So, having bought only a set of repair kits, spare handles, turn signals, valve cover gaskets, washers for valves, a kit for replacing the pump shaft (a sore spot), cables, wheel bearings and steering, and other crap, you can easily leave about 100 rubles just for this little thing .

Unexpected people

“After a month of driving, a week in the garage is normal” © Ivan Lee. It cannot be said that the 1st season went so smoothly and ideally. In the spring the front end began to take on a life of its own, we changed the axle bearings and tires - it didn’t help. It was a matter of the helmsmen, which had become sour from improper storage by the previous owners. I haven’t driven for 2 months since July (finance, injury), and refused to start. Replacing the spark plugs didn't help. A friend's 1200GS showed the same symptoms. The season closed, in the winter we drained the old gasoline, filled it with new, took out the air filters - it started up successfully.

Tuning, extras

The device came with the following goodies: Hepco&Becker crash bars, their own pannier frames, their own panniers (sold because they weren’t happy with them), valves for releasing pressure in the fork, bi-xenon (generally stupid, long-range as normal low-range).
Additionally supplied, or will be supplied in the near future: - tail tank. advtank.com for 8.5L, requires a 2-in-1 exhaust adapter and forward flow. The direct flow was made from the original can by drilling out the catalyst and making a hole in the partition so that it would not interfere with the exhaust gases. If I have money, I’ll think about Wings, so far I’m happy with it, no shortcomings have been noticed either in terms of traction or consumption. The tank conflicts with the luggage bars (can be cured), and also does not allow you to fill it completely to capacity (also curable, but not yet implemented). — low beam 2*Hella FF50 and high beam FF40. The original wiring has separate connectors for additional connections. consumers, I will connect to them. Relays and power buttons are also included and will be installed. The low beam will live on the arches, the high beam - most likely under the main headlight on the stem. The fasteners have yet to be manufactured, because... The headlights are heavy (car) and standard power crimps on 25mm pipes do not suit me. In general, there are a lot of different body kits for it, mainly for off-road use. Validity is determined on a case-by-case basis. But (with an unlimited budget) weighing the 990 up on the cost of the motorcycle itself, especially if you take everything here and do not have the opportunity to make the most obvious things in the garage, this is quite possible.

The motorcycle itself

Let's take a break from technical pornography and see who the 990 Adventure is from the outside, as well as on the go and in different application scenarios. If you have read this far, then you still have a chance to spend sleepless nights on a motorcycle. auto. ru in search of “those” 950/990s

Ergonomics and other slow-moving things

The thing is purely individual and subjective. I’ll tell you for myself (179 cm, 85 kg) - the basic 990 with a 210 mm suspension is in many ways made as if for me. The seating position is comfortable, and not exactly spartan. A fairly narrow saddle does not rub even at 1000 km per day. The knees intuitively squeeze the tank in any conditions - sitting, standing, it doesn’t matter. On 1200GS and GSA, in order to compress the tank, it takes more effort and is not at all as convenient, despite the fact that I have a good stretch - it doesn’t help. The motorcycle is well made both for the stand and for strong movements in the saddle back and forth. This helps a lot to warm up on the track right on the go. Your hands lie on the steering wheel as they should, confidently and relaxed (despite the fact that mine are short). The knees are bent at the desired angle. Tension in the body when driving = zero. The lowest standard suspension allows you to reach the ground with both feet, 2/3 of each foot. The thoughts “let me put springs under 265mm” are crushed by the harsh reality - the lack of cross-country skills, the need to also move around the city, the need for periodic awakening in the middle of some “trophy” area like Rybachy

There are also disadvantages. Absolutely ill-conceived wind protection. The top edge of the glass is at such a level that the turbulence comes directly into the helmet, causing your head to bob wildly. In modular, for example, after 1.5 hours of driving, the neck is already tense. The recipe is to either install a non-original high road windshield like Turatekha or Rage Garage, or cut the original one by -5cm, or buy a rally one with a reverse bend. I sawed mine after the fall, it became _much more pleasant_, the flow comes already below the neck. At the same time, the plastic from which the original windshield is made is extremely durable; I was able to break the edge only after “ears” on the grader at 60. Strange central stand. Apparently, the mounting axis is located very close to the CG. Because of this, hoisting it onto the central frame is much more difficult than, for example, 1200GS, and requires both strength and the correct lifting technique. I have never been able to throw a motorcycle with luggage onto the center console. If the device is located on an upward slope, then the chances become much less. In other cases, it is still advisable to find a hole where the center support will go down. It is treated by training in the Sidestand exercise machine. On it, the motorcycle stands on a very, very slight slope; parking on the right slope will not work. The standard support area is small and clearly requires an expander. This is just not scary, having a garage, an angle grinder and steel is easy to do. Shitty light. The worst, they say, is in the modifications for the USA, but that doesn’t warm me up much. Desperate people sometimes install xenon (as was the case in my case), which is not a solution to the problem - its high beam works approximately like a normal low beam, in low beam mode you can see no further than 10m from the front wheel. It can be treated either radically - by purchasing a rally muzzle with Hella optics (not tested!!! I don’t know if this gives the best light), or by attaching additional ones. light for near and far. External Hella lamps for the 2nd option have already been purchased, I’ll tell you about the results at the end of the season. Hanging it with halogen “guns” like the 1200GSA won’t work because of the weaker generator, only 420W. Strange mirrors. The back view is more or less normal, but after installing the Chinese ones from Transalp, life became better, life became more fun - even without aspherics. It’s a pity I killed them quickly and stupidly, but I’ll take the same ones instead of my relatives. By the way, the choice of mirrors is large, thanks to the generally accepted unidirectional thread of 10, they are interchangeable (hello Yamaha!) In general, even the disadvantages are quite solvable, you can get used to the stands or get pumped up, but the advantages continue to invariably please.

Dynamics

The engine doesn’t scare you with its insane power, but it allows you to do exactly what you want.
Mine had 98 hp, the 2nd generation 2009-2013 already had 113 hp. and more riding characteristics. And even mine, which seems to be more “low-end,” does not have low-end as such, and on 17/42 highway stars it won’t go anywhere at idle. It’s not for nothing that the tachometer is marked at 2500, idle is about 1500 (the numbers are inaccurate, I could have made a mistake - I forgot). You can start at 2000. The cutoff on the tachometer is 9500, in real life they say 9000 - I don’t know, I’ve never turned it. In 1st, 2nd, 3rd gears you can go to 3000, 4-5 from 3500, after 4000 there is enough traction for the 6th. It spins up quickly and loves high revs starting from 5000. In 6th gear, every 1000 rpm gives 28 km/h with 17/42 gears. So, even on the highway, you don’t have to turn it above 5000, except when overtaking with a reduced speed if _really_ necessary. With such gentle operation of the zhora, the oil is not noticed from the word “at all”. His first line is very long, and it is difficult to vomit in a dense aisle. However, it is generally difficult to vomit on it, but more on that below. By the way, I noticed that after switching to the 990, I began to drive in general much more carefully and thoughtfully than on the Warrior. Whether the same maneuvers are carried out much more safely, or simply the fact of having a teleport under the right hand is pleasing in itself and does not provoke driving - I don’t know, but a fact is a fact. Verdict on the engine: it’s enough for me, I don’t need more. Brakes. They exist, they work, it’s clear how they work. Yes, on the 1200GS, due to the electric boost and the complete absence of dives, everything happens subjectively faster, and when braking there is a chance of flying off the motorcycle, but mine is quite possible to live with. The only downside is that the original Brembo wheels are assembled with rivets, which tend to become loose during active off-road use. So, a good friend’s rear disc required replacement after 35,000, but he uses the motorcycle mainly “in azimuth” and on graders. After 35,000 everything is quite good for me, the rivets are normal, wear is more than within the tolerance, disc replacement is not required.

Asphalt/city

For its weight (203 dry, 232 wet) and dimensions, the 990 steers and feels somehow suspiciously good.
In static conditions, when shifting from hip to hip, there seems to be mass, but it seems to be absent. Review from a fellow mechanic: “consider it like a utilitarian 650.” If you roll around the site with your hands, the mass is noticeable, but it is somewhere collected in a singularity near the center of gravity of the motor, and is felt only when it is lifted from the ground. Well, or when you put it on the central control, try it and you’ll understand. As we go, just a song comes on. The motorcycle is ABSOLUTELY obedient at any speed from 2 km/h - it rushes and rushes, despite the hefty ground clearance, narrow wheels and V2 instead of opposed, to any speed as long as you ride alone and without a load. Taxiing is so sharp that the R1200GS seems like a relaxed steam locomotive against this background. The motorcycle does everything for you, you just need to give it a slight hint of maneuver. The flip side is that it provokes numerous changes in the flow, first “into this hole”, then “into that hole”, and everything is done easily and naturally, including thanks to the fast revving engine. So it’s worthwhile to separately learn the zen of road traffic and not move along a sine wave in dense traffic. In general, in terms of asphalt handling, the motorcycle seems to be an extension of you, the feedback is excellent - in terms of the engine and vibrations, braking, handling - you constantly feel what is happening to it. Unlike the R1200GS, the ride is not boring. And according to a friend, even the F800GS is a boring ideal compared to it.

Frequent city driving in traffic jams suddenly does not make him happy. Yes, the high seating position, hefty ground clearance and moderately wide steering wheel (86 cm in the mirrors instead of 98 in the 1200GS, and 80 in the steering wheel instead of 90) allow it to penetrate even over crossovers and rest only on jeeps and Gazelles. But the engine, hot as a horseman, and also tightly closed with tanks on the side, strives to warm up considerably in standing traffic jams; I have seen the 6th division of the thermometer on the dashboard (at the 7th the engine is turned off automatically). For hot operating conditions, you can buy a second radiator fan for $200, but with my mileage 2/3 on highways, this is not yet relevant. Just for lulz - at 0 degrees and a strong wind, standing still, the fan turned on after 10 minutes of inactivity. Which once again confirms that for the health of the motorcycle it is necessary to REST on it!!!

Baggage, route and passengers

Well, what can I say, it’s not a cruiser with a wheelbase of 1670mm and a dry weight of 275 -200mm wheelbase, -72kg of dry weight, + a lot of ground clearance - it feels like a 100kg passenger on a cruiser is an annoying misunderstanding, and then only when taxiing at minimum speeds / in the aisles, plus minor differences in dynamics and braking.
The same passenger who had to be given a lift from the car service center to his home on the 990 is a lead plate and shackles on the entire motorcycle, from taxiing to braking. In this situation, the KTM is transformed into an overloaded “little horse” from Nike Borzov’s song, and you need to ride it smoothly and carefully. But he simply adores slender girls up to 55kg. On asphalt - minimal differences at low speeds and between rows, complete indifference at highway speeds. I checked it up to 172 km/h and found no noticeable difference. Everything gets more interesting with luggage. Of course, no one cares about one luggage bag on the trunk or in the passenger seat. But the side panniers can give quite a bit of wobbling at speeds over 130 with the wrong wind. What’s strange is that it was expressed not in the bouncing of the front wheel, but in the feeling of flakiness in the frame of the motorcycle itself. At the same time, it’s much more like a loaded 1200GS per like a tank, no matter what. A similar problem was regularly encountered by fellow KTM drivers, and it seems to depend not only on the design of the motorcycle (large windage, narrow wheels, not the lowest CG), but also on the profile of the panniers. At speeds of 130 and below, no problems were noted.

Otherwise, there were no problems along the route. Consumption for 120-130 is about 6-6.5 per hundred, standard tanks are 19.5, the installed tail is 8.5 (closed by a valve for complete filling when traveling to the **** of the world). On standard tanks, the mileage on the highway, like everyone else, is 250-270 before the lamp, in the city 200. With the “tail” connected, I got 420, but already on the lamp.

Offroad

Yes, baby, yes! This is exactly what it was created for. This is where you are unconsciously drawn if common sense has turned off and you have become the proud owner of this rally car. This is what allows you, even with a minimum of off-road driving skills, to look at (most) Geese owners as major lovers of “civilized” tourism. Because the KTM 990 Adventure, not only on the asphalt, but also especially OUTSIDE it, DOES EVERYTHING FOR YOU.

With it, the sunbeds are perceived completely differently than their creators intended; any uneven surface provokes you to stand on the footrests and unscrew. You begin to involuntarily pay attention to forest paths, quarries and other elements of rough terrain, even without really having the skills to drive along it.

The first trip to the “training ground”, a former agricultural field with preserved trenches and a sea of ​​holes, ended with a crazy grip for a beginner on good gas in a stance (shown to me 15 minutes before) with a couple of jumps with both wheels coming off. Respect and respect to Sergei, but his 1200GS simply could not keep up such a pace. Having ridden around like that, I just got off the motorcycle and immediately collapsed under it... What can I do, I had purely asphalt-cruising experience before - and then the 4th dimension opened

So far, the suspension setup remains unknown to me. Standard WP pleases with an abundance of adjustments, 3 in front and 4 (!) in the rear. On the advice of the “experienced”, I turned everything up to the Sport mode - minimal valve bypass windows, it stopped breaking even on the hardest grips in the pits, and on the asphalt the device feels more composed. But pushing over bumps isn’t exactly ice-breaking either; the blows hit the front end harshly. It might be worth playing around with the rebound adjustments. It is possible to replace the fork springs from the standard 0.48 kg/mm ​​to stiffer or progressive 0.48-0.60. I haven’t made a final decision yet, I’ll ride for another season and then draw conclusions.

In the summer we decided to go to Rybachy, and this trip opened my eyes to a lot. I wanted to go to the ground even more. In short, the route was covered on track stars and road tires, of course it was hard in places, but the motorcycle, just like the technology of the orcs from the WH40K, rode as long as you believed in it - and in any conditions and on any surface. And we got there in June, when it was raining and everything had just melted, with full gear - trunks, a tent, water/food, etc.

In short, it’s not called the “big enduro” for nothing. In the hands of a professional, he is capable of doing really scary things, even under a novice he is capable of a lot. I remember a short personal course in enduro riding on 950/990 from Vanya Lee: “a) stood in a stance, clamped the tank with your knees until you cramped b) looked where you were going c) GAS!” It has been tested, even with this simplification - the 990 is capable of teleporting you anywhere off-road. The main thing is not to disturb him and continue to believe in orange off-road magic

conclusions

The motorcycle continues to consistently delight in any conditions.
Despite the difficulties of maintenance, despite a couple of technical problems described a couple of sections above, none of this matters anymore. Because he is coming. He can. And it doesn’t matter where - on asphalt, on the highway or (especially) off-road. A comparative ride on the 1200 Gus re-opened my eyes to the features of the device - ordinary motorcycle tourism is only a side use for it, otherwise it provokes frying. With him, I rediscovered the fun of simple rides around the city. The device feels assembled at any suspension settings. Whatever you have in mind, he will behave like an extension of your body, with a minimum of questions... and a maximum of provocations. If in the case of a regular motorcycle the future owner chooses the motorcycle for himself, then with the 990 Adventure it is the motorcycle itself that chooses the owner. No matter how strange (vulgar, pretentious...) it may sound, we can say that this motorcycle is very much alive, with its own views on life, riding style, and so on. Using the example of KTM, it became extremely clear to me what “sectarianism” is (be it before Harley, Ducati or someone else): awareness and love for certain “features” of a motorcycle or a brand in general, with a clear awareness of all their disadvantages - and the inclination of the final cup weights (depending on your character, needs, driving style...) on the side of this device. You won’t get bored with it in any case - whether in the city or on the highway, but about off-road, everything is clear.

The 990 allows you to move around the city normally, without choosing only the main wide highways. It can take you with sufficient comfort from any point A to any point B - but here comfort is measured not in the comfort of the seat, wind protection and the presence of music with a coffee maker, but in complete indifference to the quality of the road surface, % of primers, and all this at a decent highway speed and the ability to take a decent amount of luggage. So it’s perfect for conquering the vastness of our Immense. It’s probably not worth it to furiously endurish on it, the weight category is still not the same, and trophy raids with difficult sections to overcome, swamps and other strengths of the chekushkas are better left to the chekusheks. But there is room to open the gas, graders, compacted primers, rally-raid mode, and just routes into the horizon - just what the doctor ordered.

I appreciate it for its excellent driving characteristics on any type of surface, a VERY wide range of capabilities - both on and off the road, versatility of use... But this is all garbage compared to the sensations this device gives on the go! Asphalt, stones, dirt roads - everywhere it will be fun and cheerful, every kilometer of the path will be covered with a sparkle. Isn't that why we all ride motorcycles?..

Pros and cons of the KTM 990 Adventure

Advantages

• Long service intervals . An oil change, for example, is required every 7,500 km.
• Vitality and endurance . This motorcycle is not afraid of either bad roads or low-quality fuel. The only thing that can be dangerous for him is the crooked hands of the owner.
• The ability to carry out most service operations yourself by purchasing a bus to connect the on-board computer to a laptop.
• Ideally thought out weight distribution , calculated down to the smallest detail.
• Excellent traction not only at medium, but also at low speeds, something that the younger KTM tourenduros cannot boast of.
• Good wind protection . Particularly tall bikers can improve this even further by adding a taller windshield.
• An abundance of tuning , both original and non-original - this model is very popular in the USA, and a number of manufacturers produce various gadgets for it.
• Long-travel (265 mm front and rear) suspension , fully customizable.

Flaws

• Difficult maintenance . Replacing the oil and air filters, for example, will easily take a fairly experienced mechanic an hour and a half to two hours. The procedure for replacing spark plugs will take about the same amount of time.
• High cost of original spare parts and consumables.
• Fuel filters located in one of the two gas tanks quickly become clogged with dirty gasoline. The problem can be minimized by installing an additional fine filter into the fuel line.
• Modest fuel consumption (about 5 liters at a speed of 120-130 km/h) increases sharply if you drive at least 150 km/h.

KTM 990 Supermoto SM-T/KTM 990 Supermoto SM-R: Terrier and Doberman

The Austrian company knows a lot about SUVs. The other, well-known Italian one, has long been famous as a first-class manufacturer of road bikes. But look what's happening! To Ducati! Last year, 92,385 units of motorcycles were produced (which, by the way, is a record in the history of the company), and, please note, 15,000 of them were not just anything, but V-twin street bikes. Two recent new products in this category - Supermoto SM-T and SM-R - were presented last fall in Milan. This is, one might say, right at the gates of the Ducati factory.

The KTM 990 Supermoto SM-T is an adventure tourer. “When we start a new project, the first thing we ask is: how will the KTM “genes” affect the debutant? — Stefan Pierer, the president of the company, told me. “We immediately decided that a traditional sports tourer would not suit us: our customers are waiting for something truly sporty!” And what did the buyer see at the exit? A competitor for the Triumph Tiger or Suzuki V-Strom (but not for the BMW R1200GS, since the off-road potential of the new KTM is minimal: the lugs of the Continental ContiSport Attack tires are very small).

You sit down in its not-so-low (855 mm) saddle and suddenly discover for yourself: the seating position is comfortable! At least now on a long journey. A 19-liter gas tank will eliminate the need to “bow” to almost every gas station. The tubular frame made of chrome-molybdenum steel weighs... only 9.8 kg. An aluminum subframe supports a surprisingly comfortable two-seater saddle. The upside-down WP fork offers 160mm of wheel travel (so bumps won't bite you) and is set at a moderate 24.4 degrees, while the wheelbase (1505mm) isn't too long for a road machine. Due to the above-mentioned features, the SM-T has fairly sharp handling, but without excessive “nervousness.”

During the test, I drove along the winding roads of southern Portugal. The quality of their coating varied greatly - from chipped to excellent, so K and I have everything. I’ll take the liberty of saying: this is a fully multi-purpose bike.

Even the heavy rain in the morning did not dampen the elation. However, it’s a sin for a test pilot to complain about rain: it only helps to better assess the capabilities and inclinations of the motorcycle. I really liked how the torque gently increases after starting from a standstill (“twos” K has not been different until now). The steering wheel is wide, but not too wide; it provides good leverage in tight turns. I’m sitting high up, looking over the cars in city traffic. The windshield provides quite acceptable protection up to speeds of 170 km/h. On the freeway I managed to squeeze out “all two hundred”... I had to bend down, but the wind still ruffled my shoulders mercilessly. Overall, it’s a very practical car: you’ll quickly get where you need to go on the highway, and you’ll have fun on narrow mountain roads. (“Practical KTM”? Sounds just like a “comfortable sportbike”!)

The rain also put the Continental tires to the test - and they stood up to it surprisingly well. At first, before the start, when I was just “feeling” it with my eyes, I looked at the tread skeptically... But while driving, the seemingly shallow grooves drained the water well, and the front tire tenaciously “held” the asphalt. There was no nervous tension when braking on a wet road. The rear tire began to “walk” during sharp acceleration. It would have been possible to “suppress” this matter, but I was too lazy to tinker with the suspension settings... Then the road dried up, and I could attack the turns with no less fanaticism than on the Superduke. And besides, SM-T compared to Duke... What is this word that you never expect to hear in the description of KTM? Oh yes - practical!

This practicality is emphasized by the list of custom equipment: soft luggage bags for the trunk, a bag for the gas tank - it will fit everything a gentleman needs on a trip... Not enough? Well, then buy a BMW. Don't forget: the SM-T is a supermoto in sport-tourer clothes.

I can only blame the creators of the car for the selection of gear ratios. 160 km/h in top gear at 6000 rpm, despite the fact that the rev limiter is set to 10,700 rpm - well, this is clearly to please the inspectors who measure noise and exhaust toxicity. The device twitches slightly when moving slowly, when the rpm is less than 3000. I think that the future owner of this motorcycle should install the rear sprocket one or even two teeth larger. However, to be honest, even with the standard selection of transmission gear ratios, the acceleration is simply intoxicating! In addition, it is accompanied by a wonderful “soundtrack” from a pair of mufflers.

Having skated the “mandatory program” on the Supermoto SM-T, I did not expect any revelations from the SM-R. And I was wrong: this is a completely different car! The difference was so impressive that I even demanded an explanation from Philip Habsburg, head of the design department: “How is it possible, you said that the motors are exactly the same - but this one is clearly much more powerful!” He laughed: “No, the engines are completely unified - right down to the settings of the ignition and fuel injection systems. It's all about the wheels. The SM-R's forged Marchesini are 1.6kg lighter than the SM-T's alloy ones, and the Pirelli tires are a kilogram lighter than the Continental's. And this is unsprung mass, which means the suspension is much more sensitive. And besides, this is a mass of rotating parts - which means there is less inertia during acceleration and a gyroscopic effect, which complicates controllability. That’s why it seems like the bike is faster.”

On the Supermoto SM-R you sit much higher than on the SM-T: the saddle height is 875 mm, and the saddle itself is stiffer. The footpegs are low and, in super-Motard style, slightly forward. But you don’t feel like a crow on a fence—on the contrary, you feel a sense of unity with the motorcycle. Lightweight wheels spin quickly, and tires warm up instantly - a very valuable quality for a bike that provokes aggressive riding.

It's not just the wheels that make the SM-R much sportier than the SM-T. Although the suspension travel of both motorcycles is the same, the springs and hydraulic settings of the SM-R are noticeably stiffer. I won’t say that they shook the soul out of me on not very good provincial roads; another thing is that they will show their full potential only on a smooth highway. Or on the race track. The friction surfaces of the fork and shock absorber are coated with aluminum and titanium nitride, which reduces friction and makes the suspension so sensitive. WP, the supplier of these components, has accumulated a rich racing experience - the Ten Kate Honda team, its partner in the Supersport championship, has won seven titles in a row!

In fast corners the bike is as agile as if it had a single cylinder engine rather than a V-twin. Apparently, paying tribute to this agility, KTM adheres to the “liter” format for its Supermoto: the 1150 cc RC8 engine is more massive and larger in size. In addition, it was possible to move the compact power unit forward and, due to this, achieve a weight distribution in the design of the entire car in the proportion of 51.2/48.8% - and due to this, properly load the front wheel, press it to the asphalt, which is important primarily in turns. And at the end of the straights, Brembo Monobloc brake calipers (the same as on the Ducati 1098R) slow the car down impressively. Moreover, the feeling of feedback is excellent.

But what's most impressive is the bike's agility in tight corners. When you approach an S-shaped set of turns, you just think about going through them - and the device will “lick” the trajectory, controlled by “one energy of thought.” I think there is no faster machine for moving from point A to point B along a winding mountain road... However, you can’t beat “all the money” - a kind of brake gets in the way: there is no wind protection on this motorcycle, and at a speed of 160 km/h the wind will blow it! And the steering wheel begins to sway gently. It doesn’t slip out of your hands, but it reminds you: this is not a sports tourer, but an uncompromising street.

It makes sense to look at the instrument panel more often to see if the fuel gauge lamp on it will light up (alas, there is no level indicator)? If you drive the SM-R in the manner it provokes, then the 15-liter tank is enough for only 120 km...

But then the tank is filled again, another cup of coffee is drunk - and you press the starter button again: the body requires a new dose of buzz! You listen to the engine waking up, twist the throttle, and the tachometer needle instantly flies across the entire scale. In motion, the engine pulls confidently from 2500 rpm without any jerking - which is very helpful in tight corners: you go through them almost at idle. And when you “open” it at the exit from a bend, the engine spins up instantly, but not so sharply as to cause the rear tire to skid. On the contrary, it bites into the asphalt while the engine reaches its maximum 10,200 rpm. Having driven it, I realized: when driving it is better to stay in the range of 4000–7000 rpm - there is too much vibration at high speeds. And if you want to show off, just shift the gearbox a couple of gears “down” (after all, it’s a European unit, but it works like a Japanese one!) and give the gas - the front wheel will fly up... High, high, high!

Here's what's surprising: the developers achieved such dynamics by installing just one injector in huge 48-mm throttle bodies.

“We tried many options and made sure that the system with two injectors per cylinder does not add torque at medium speeds,” said Habsburg. — It adds power only at high speeds. But also 115 hp. quite enough for such a motorcycle, isn't it? Want more? Did you think well? Have you taken into account that an increase in power will result in an increase in the cost of the device?

“Our Supermoto couple are like those kids who grew up but didn’t take life too seriously,” Habsburg continued. — The first Supermoto 950 has too obvious off-road origins. The 990 is already a “grown-up” model, oriented towards good roads, it is dynamic and at the same time meets Euro 3 standards.

One question remains: will KTM, with new models, begin to take away customers from itself? After all, the 990 Supermoto SM-R is so similar in character and dynamics to the 990 Superduke.

Similar, but no more. The buyers of these two motorcycles are too different,” Philip said confidentially. — I have a Superduke in my garage, and I’m not going to change it. The young people in our department are falling for Supermoto, and several guys have already ordered an SM-R. At the end of the day, what matters is that buyers choose KTM, no matter which model.

Reviews from KTM 990 Adventure owners

The motorcycle is a rocket, on the highway it drives away even from a 1300 speedster, who catches up with it only when the speedometer is already under 200 mph. The dynamics are crazy, the bottom end is like a cruiser, it rides on the ground on normal tires, almost without slowing down. For 40+ thousand km there has not been a single breakdown, not counting the brake disc that has worn out due to wear. I looked closely at the Adventure 1290 as a replacement, but it didn’t fit, my old 990 is better in every way. Alexey, Sochi, KTM 990 Adventure '2009.

Minus one, to serve it, you need to be an octopus. However, I’ve already gotten the hang of it, bought a can-bus on ebay, downloaded a diagnostic program, do everything myself, the officials charge unrealistic prices for every sneeze. I spent about $3,000 on tuning, I bring everything from America, it’s cheaper. I reached the Far East, went to the North Cape and Tenerife, the total mileage has already exceeded 110,000 kilometers. For some reason, the broken Austrian bucket doesn’t even think about dying, it just rides and rides)) Alexander, Rostov-on-Don, KTM 990 Adventure '2011.

The bike served me faithfully for five seasons, after which it was finally sold because I wanted comfort, and I was tempted by Golda. Like the Turanda, it’s an excellent device, even a reference one. There is nothing superfluous, everything you need is there. In five years I drove about 30k km, there were no problems, except for small things. Sergey, St. Petersburg, KTM 990 Adventure '2005.

Similar models

• Honda XL1000 Varadero . Long out of production, but almost a legendary motorcycle, famous for its heaviness and endurance.
• Suzuki DL1000 V-Strom . A more “parquet” bike, however, perfectly suited for long trips on asphalt of any quality.
• BMW R1200GS. The legendary Bavarian “goose”, the first generations of which are very similar to the KTM 990 Adventure in their characteristics.

Total

The KTM 990 Adventure is already a dying breed of motorcycle. Tourenduros like this, not overloaded with electronics, but at the same time modern, reliable and powerful, are no longer made. It’s a pity, because it’s not for nothing that this bike is still so popular, despite the fact that it was removed from the assembly line back in 2013. It’s not easy to win people’s love, but the KTM 990 Adventure managed to do it.

Specifications

Test drive KTM990 Adventure

Comparing a motorcycle with a horse tribe is no longer new, but the KTM 990 Adventure evokes associations with the thoroughbred Austrian horse. At first glance, it is clear that the “horse” is: firstly, a male, and secondly, with a temper - it does not have the feminine roundness inherent in Japanese bikes, but there are brutal forms of facings made of soft, impact-resistant plastic.

The standard protection is designed competently - this is immediately noticeable. In addition to the full protection of the steering wheel (and not measly petals), the crankcase, and the presence of a folding gearbox claw, there is some kind of analogue of “sliders” - replaceable linings in the lower parts of the communicating tanks (there are two of them). They perform their tasks 100% on the ground, but can give up before prolonged sliding on coarse abrasive asphalt. Therefore, let’s write it down in the memo: “don’t fall on the asphalt.”

The skeleton of this stallion is a spatial chrome-molybdenum frame made of round pipes. It is supported by high-quality White Pover suspensions, which have a full range of adjustments. Moreover, the compression of the rear shock absorber is adjusted separately for low and high speeds. The size of the spoked wheels here is “correct” - 21 by 18. In addition, the rim itself is double, and therefore it’s not easy to bend it!

The updated LC8 engine is also known from the SM model. Enlarged to 990 cc and “fuelled” with fuel injection, it did not gain in either power or torque, but it significantly curbed its appetite, which is very important now.

Before we “saddle the horse,” let’s go over the other “goodies.” Directly in front of the saddle there is a spacious glove box in which the fuse box is hidden. On the dashboard there is a power socket for a GPS navigator, and on the side, in the cutout of the tail plastic, you can see the remote adjustment of the shock absorber spring preload - a device for which sport bikers pay hefty sums.

Having once again walked around the motorcycle in a circle, I came across a perplexed “look” from the headlights: “Why are you standing there? Go!". Whoa, little horse! But first, warm up.

With a short growl, the engine revved up pleasantly and entered warm-up mode, and the dashboard lit up in its signature orange color. In addition to revolutions and speed, it reports information about engine temperature, total and daily mileage, reminds the time and counts the mileage from the moment it switched to reserve. Sparsely, but to the point. There is no full-fledged fuel meter here for two reasons: firstly, it is very difficult to create a float for a tank of this shape (and there are two of them), and secondly, why does a motorcycle need this device, which, when used correctly, is not so often in an exclusively horizontal position? In addition, the tanks have a nice feature - the presence of taps. I closed one tank and drove into the wilds. Opened it and came back. In the same way, you can block one of them if you are “lucky enough” to break through it.

Taking a quick look at the controls, I noted that they are absolutely standard, which is nice (especially considering the perversions of the Germans in BMW).

I would also like to separately note the landing. The saddle height here is 860 mm. For me, with my 185 centimeters (if wearing a cap), it was just right, but shorter or short-legged riders will experience discomfort and an inferiority complex.

Based on the purpose of the model, the geometry of the driver's seat is designed for long driving while standing, in high-speed off-road conditions. But if you nevertheless place the “fifth point” on a moderately soft saddle, then we will get an absolutely straight, relaxed landing. Finally, four bars on the temperature indicator indicated that it was good to go.

Since this Adventure is positioned by KTM marketers as a motorcycle for the craziest trips, the test drive should be as versatile as possible. The first thing on the plan is an off-road test. This means that for now we’ll turn off ABS with a beautiful triangular button in the center of the tidy. Standing on the steps, in a matter of minutes I swallowed several kilometers of compacted dirt to the nearest forest... and immediately rejected the factory suspension settings. The “Standard” and “Comfort” modes are only suitable for traveling on poorly paved roads and light off-road conditions. The “Sport” mode is good, but... until I tightened the compression damping and released the rebound, it was not possible to achieve complete understanding with the “horse”.

I hide the screwdriver and - gas! The changes were felt almost immediately - the “dive” when braking decreased, the suspension stopped “packing” on a series of bumps, and the inhibition in response to the rider’s actions disappeared. Of course, the terrain under the wheels began to be worked out more harshly.

The handling of a motorcycle with a curb weight of “over 200” inspires respect – throughout the entire ride I had the feeling that I was riding a damn fast mountain bike. In addition to the successful geometry and the correct choice of tires, this is due to a strict adherence to the concept of mass centralization. That is why the tanks are of such a complex shape, and the battery is placed in front of the engine. This, of course, complicates (and increases the cost) maintenance, but for the sake of such a fusion of characteristics, knowledgeable people will go to great lengths.

Following the dirt road, a loose sandy road began. These, of course, are not the dunes of the Sahara, where the Adventure family grew up and were brought up, but then I’m not Cyril Despres, and the bike’s wheels are shod with compromise Pirelli Scorpions. The peculiarity of driving in deep sand is as follows: I slowed down and got stuck, transferred my weight to the front wheel and either fell or got stuck, turned the steering wheel and fell.

The two-hundred-kilogram car behaved with dignity and predictability - it flew through a straight section, climbed a hill, “thought” before a sharp turn (also sandy) and decided, just in case, to throw off the rider. Yes, standard tires give way to active riding on the sand... “If you please, Herr Ritter, change the horseshoes,” read the sad look of the “horse” lying on its side.

No damage. We got up and let's go. The rest of the treacherous surface was passed successfully - the motorcycle wobbled a little on large sediments and particularly unstable places, but, nevertheless, a general tendency to move forward was visible. I think if the Varadero I noticed along the way had gotten here, the owner would have had to go get a tractor.

Easily crossing a rather deep and wide ravine, I drove out onto a winding forest road. To get into the first sharp turn, I tilt the motorcycle, put my leg out for safety and add gas. The skid of the rear wheel brought the “horse” to the entrance to the next, gentle left turn. Without changing my piloting technique, I twist the throttle again - this time the controlled drift turned out to be deeper and longer. Mentally regretting that the photographer remained somewhere in the back, I note the feeling of controlled engine power and complete predictability of the behavior of the device as a whole. With a pedigree of Dakar winners, this motorcycle seems to know how it should ride. The rider only gives directions. However, if you start to fight him and impose your preferences, the restive “horse” will try to free himself from the rider.

The forest road led me to a field. Deciding not to deny myself and the motorcycle, I turned from the compacted soil onto the arable land and went into acceleration. The numbers quickly flashed on the speedometer: 20, 40, 60, 80, 90... The Adventure behaved perfectly - it moved like a tank, but it was psychologically scary to accelerate further. This is how they drive in Paris-Dakar: standing on the steps and not understanding the road...

I decided to return through the thickets of the forest, using mostly narrow and grassy footpaths. Water often accumulates in low areas along this route. I agree, this is the element for a light enduro, and not for a heavy rally machine. But you never know where the desperate rider will take him? Mud and puddles half a wheel deep are not a hindrance for the Adventure, even on standard tires, if you take them on the go. Wheel drift from the trajectory is predictable and easily caught.

Having entered the real jungle of the “middle zone”, the ardor of the “hot Austrian stallion” had to be tempered: half a meter to the left - a wall of trees, half a meter to the right - a slope and a swamp. At low speeds, the KTM becomes unstable, and thanks to the too light throttle and the cranking torque from the bottom, it becomes jerky. The climb, overgrown with forest and strewn with snags, was not easy. If there were no obstacles, the KTM would have taken off in a few seconds, but... Here the first drawback surfaced - the first gear was too long. To prevent the engine from choke from lack of speed, you have to constantly “prime” the clutch.

I got upstairs sweaty and angry. Angry, because at the sound of my fight, almost all the blood-sucking living creatures flocked to the hill, apparently believing that dinner, lunch and breakfast had come to them at the same time. Promising the insects to return with a fly swatter, I drove onto a well-trodden forest path, along which I reached the asphalt in five minutes. The test has been passed.

Next in line is a city test. By the way, it allowed us to fully evaluate the engine and gearbox. The power unit, thanks to the V-shaped layout, is very narrow - this has a beneficial effect on the width of the motorcycle. And the cylinder camber angle, equal to 75 degrees, is a compromise between its length (read: the base of the motorcycle) and the level of vibration damping. By the way, the latter are present here, but they remind themselves especially clearly at the six thousand rpm mark. Up to three thousand, the engine works a little rough, but it pulls conscientiously from the very bottom. The power distribution over revolutions is close to linear. On paper, the mark of 98 hp, taken from the crankshaft of a “liter” engine, is not particularly impressive, but know: 95 newtonometers of torque are capable of “shooting” this bike with sportbike acceleration, as well as lifting the front wheel into the air in the first two gears .

The gearbox pleased me with the clarity of the shifts and the ease of finding neutral. “Underconnections” and false neutrals are absent as a concept. But the stroke of the foot is very sweeping, in addition, some effort is required when switching. When you go in light shoes (for example, to buy sour cream at the supermarket), it is a little uncomfortable, but when your feet are packed in hard cross-country motorcycle boots, everything becomes OK.

Enduro is good in the city, and powerful heavy enduro is doubly good. While driving the Aventure, you quickly stop paying attention to the quality of the road surface and the length of traffic jams - all this remains on the periphery of consciousness. Large wheels, ground clearance of 261 mm, and suspension travel of 210 mm allow you to immediately storm curbs and ride up stairs for fun. If you managed to land the motorcycle “on its belly,” then the powerful aluminum crankcase protection will come into play.

The round mirrors, although they look simple, oddly enough, fit perfectly into the brutal style of the motorcycle. The review is worthy. The image in them “blurs” a little when the engine reaches 6-7 thousand revolutions.

One day I came across a review characterizing this KTM as extremely inconvenient in the city. After riding it for more than a month, I wanted to find that unfortunate tester and ask if he had even ridden this motorcycle? Only the KTM 690 SMC, Aprilia SXV 5.5 and Husgvarna SM 510R can compete with the Adventure in this discipline. Why? Because only they have a package of spoked wheels, good brakes, pipes routed to the side of the engine rather than underneath, and an “explosive” engine.

As I mentioned above, the Adventure suspensions were thoroughly clamped, so there was a great opportunity to test the chassis rigidity and grip properties of the stock Pirelli Scorpion on asphalt. The results of twenty minutes of riding around the flower beds, with the photographer lying down in the bushes, are as follows: with the correct settings of the fork and shock absorber, the trajectory is no worse than any other sportbike, and the long suspension travels “eat up” the consequences of careless work with gas and “filter” coating defects. Therefore, on the Adventure you feel much more confident in extreme leanings than on most exclusively “asphalt” motorcycles. Knowing about the small contact patch of the front tire, we had to save ourselves from “lowside” by more active throttling. Increasing the speed and angle of inclination with each lap, I soon felt that the rear tank was “floating”. Frankly, I expected the compromise tires to give up much earlier! “Respect” to the tire makers from Pirelli for a successful compound.

The frame never gave any reason to call it “plasticine” or complain about insufficient rigidity. By the way, lightly alloyed steel can withstand shock loads much better than a hard but brittle aluminum alloy, so the choice of a “backbone” for a rally vehicle is quite justified. But spoked wheels will “spring” a little when sharply shifting in S-shaped ligaments. However, I’m already nitpicking.

Drive by drive, but you also need to slow down. This important process is handled by two 300mm floating discs at the front, working with dual-piston Brembo calipers and reinforced hoses. At the rear everything is similar, but in a half set and with a disc with a diameter of 240 mm. In addition, this Adventure is equipped with ABS. The front brake, according to the general rating scale, has good informativeness and average performance - you still subconsciously expect more from Brembo, although you understand that on off-road, too tenacious brakes are sometimes more dangerous than their absence. The rear brake remained a mystery to me - the moment between “barely slows down” and “ABS turns on” was never caught. The anti-lock braking system itself is good not only on asphalt, but also off it. Unlike those on the early Bavarian GS, it does not disable the brakes on a slippery slope (a fun option, isn't it?). However, if you are an avid endurist and are familiar with off-roading, then it is better to turn it off as soon as the hard surface ends.

The third and last test was a short distance, about 300 kilometers. The city was left behind. I pull into a gas station outside the district and watch the reaction of the gas station attendant, who discovered two filler necks instead of one. Having had enough of admiring the surprised face, I explain to the guy the tricky procedure for filling the Adventure tanks.

Five minutes later I’m already on the highway. The V-twin hums rhythmically, the suspensions swallow everything that we usually call roads, and the fly swatter windshield gloatingly kills one insect after another. Gradually, my thoughts were drawn towards the good and eternal... the idyll was interrupted by an obscenely overfed dragonfly, which “came” exactly to the center of the visor, which in such a simple way (eternal memory to it) reminded me that I, in general, was at work.

A comfortable speed on the highway is kept within the range of 120-160 km/h - the windshield, which so enthusiastically beats the hated bloodsuckers, very roughly cuts off the air flow, creating a turbulent zone around the rider’s helmet. There was no headache, but there was a fair amount of noise inside my AGV-S4 at 170 km/h. If you bend down and let the “horse” gallop, then after a while you can find a value of 230 km/h on the digital speedometer. Thumbs up! “Trotting” at such speeds on the Adventure is uncomfortable - the front wheel is greatly unloaded. But, we must pay tribute - the “slackness” inherent in enduro is almost absent here, and a significant contribution to this is due to the correct suspension settings. The reader may have noticed that I often refer to these same settings. They say about ships: “whatever you call it, it will sail”; about Adventure: “whatever you set it up, it will sail.” The range is very wide, and a dozen “clicks” can determine what is underneath you: a tough sports equipment, or an imposing tourist.

Fuel consumption at a “tourist” pace (120-130 km/h) is 5.5 liters per “hundred”. In the city, this figure becomes equal to 7, and if you “burn with all your money”, it exceeds 10. If you take into account the total capacity of the tanks, which is 22 liters, then a power reserve of up to 400 km is quite good.

My assumptions about the landing were more than justified - after a whole day spent in the saddle, I did not complain at all about fatigue (well, almost), and the “fifth point” did not require a time-out. I remember that after eight hours of driving a sports-touring Honda VFR800, this important organ turned blue and threatened to fall off.

To summarize, it is customary to find something good even in a frankly “crude” model and describe it in a paragraph. In the case of Adventure, I was confused: the Austrians managed to create a universal rally-raid-hardened vehicle with unique characteristics, “to praise which is only to spoil it.” I can only say that the Adventure 990 series will be considered the standard in its class for another decade.

Do you think that KTM has created a motorcycle without flaws? Okay, how do you feel about the fact that in order to change the oil, spark plugs and filters you need to disassemble half the motorcycle (not figuratively speaking)? Or is it due to the fact that service intervals are much shorter than those of its closest competitors? And what about the fact that the right rear turn signal is “at once” blown off by your foot when getting out of the saddle? Okay, if it was a penny, then it’s worth a lot, it’s a lot of money... If this doesn’t bother you at all, and the mechanic’s talent requires a way out, know: your “clockwork horse” is already waiting for you somewhere.

Text: Sergey Kuznetsov

Photo: Vladimir Kuznetsov, KTM