KTM Adventure models have always been top-flight and exclusive.
From the 1290 SuperAdventure to the 1190R, the range has always been fully loaded with high-spec suspension and equipment, and thus, quite costly.
Realising this gap in its range, KTM has added the entry-level Adventure, the 1050.
Being a completely-knocked-down model, the 1050 is assembled in the Jitra, Kedah, KTM plant.
Being entry-level does not mean the 1050 is equipped with cut-price equipment.
KTM’s racing heritage and status won’t allow for that. The 1050 has most of the electronic rider aids as standard fare.
Among them are the Antilock Braking System, ride-by-wire throttle, traction control, KTM Ride Mode, WP suspension and Brembo brakes.
The 1055cc LC8 engine has a lower displacement than its bigger brethren and subsequently, less power at 70kW and 107Nm of torque.
Notably, the power and torque are similar to the 1190 up to 6,000rpm when the 1190 canters away.
But the 1050 also has lighter pistons and heavier crankshaft, which make it smoother than its bigger brothers.
The 1050 is also lighter (212kg dry) and has a lower seat height (850mm) than the other Adventures.
The handlebars are wider and also adjustable, as are the footpegs. The wheels are cast alloy and in 19 and 17 inch sizes front and rear.
Amazingly, they are 1kg lighter than the spoked wheels on the 1190 and 1290.
Metzeler Tourance is the boot of choice for the 1050. The self-cancelling turnsignals are standard. Body panels are colour-moulded plastic instead of paint, which makes production costs cheaper.
The integrated luggage racks are similar to its brothers and 90 per cent of KTM’s PowerParts are suitable for the 1050.
The chassis is the usual KTM orange painted chrome molybdenum trellis framework with an aluminium subframe.
The 1050 starts up with that familiar KTM rumble and with an accessory Akrapovic exhaust fitted, emits a snarl as well.
The throttle response is signature KTM too, as is the vibrations from the LC8 V-twin.
It drives quickly with no let up and surprises you with a ferocious mid-range and a screaming top-end drive if you venture past half throttle.
Handling is light and easy, flicking from left to right with ease. But stability is not compromised with the Adventure feeling steady through high-speed corners and turns.
Gear changing is an option with torque aplenty as and when you need it. As explained earlier, only a 1190 or 1290 will out-stomp the 1050 in the higher ranges.
Otherwise, the 1050 is equal or better than other dual-purpose bikes.
Yes, it will wheelie just as well. Just don’t expect me to do it (tip: switch off the traction control).
The slipper clutch (I thought this was a budget dual-purpose?) and six-speed gearbox will withstand severe abuse.
The aforementioned switchable traction control is useful in wet on-road conditions, especially with that prodigious torque, and the equally switchable ABS is equal to the braking power up front from the fade-free twin discs and twin radial Brembo calipers.
The rear caliper and disc is also equally up to the task.
The WP suspension is non-adjustable, except for rear preload, and is fine for road riding or off-road.
However, me being spoilt by the 1190 and 1290’s superior suspension means that it lacks just a little bit of the suppleness of the others, especially on sharp edged ruts.
Otherwise, it is typical WP quality. The seat is okay up to around 200kph, and the 23-litre fuel tank will still be around half-full before the rider needs to stop for a break.
Wind protection is excellent, with a proper peaked off-road helmet suitable up to silly speeds.
At the end of the day, the 1050 Adventure is worth more the mere sticker price.
The few disadvantages it has against it bigger capacity, more expensive brothers are more than offset by its own capabilities and equipment-level.
If you are shopping for a dual-purpose bike, the 1050 makes its case strongly in its favour.
And you can spend the savings on the dizzying array of KTM PowerParts for it. Very highly recommended.