Optimized Aerodynamics

I didn’t expect a midweight adventure bike to feel so composed as I snaked my way up the Koli Hill Road. But there I was, tucked in behind the tall, rally-inspired windscreen of the KTM 890 Adventure, barely noticing the sharp breeze slicing across the Western Ghats. It wasn’t just the scenery that took my breath away, it was the aerodynamics. KTM didn’t just slap a new screen on the 890. This thing feels like it was sculpted in a wind tunnel. Unlike some other bikes in the class, which let turbulence hammer your helmet above 100 km/h, the 890’s new “peephole” windshield design channels airflow cleanly over your head. It’s steeply raked, like the rally bikes KTM builds for the Dakar, and you feel the heritage in how stable your helmet stays even at high speeds. No buffeting. No neck strain. Just clean, smooth wind. It was only seven degrees at the top of Koli that morning, but thanks to the three-stage heated grips, I still had feeling in my fingers. I only wish they weren’t buried inside the menu system. On a road like Koli Hill, where conditions flip every few minutes, having direct handlebar control over things like heated grips or ride modes would’ve been better. Still, even diving into the menu wasn’t a hassle, just an extra step.

Top: On-Board Computer and Display

Now, here’s where KTM has really grown up. Adventure bikes need functional displays, and the new 5.5-inch TFT on the 890 Adventure is hands-down one of the clearest, smartest I’ve used. It’s not just a screen, it’s a command center. Everything is logically grouped. Switching modes, checking trip data, adjusting ABS, all of it can be done quickly. And when you flip to Off-Road mode, the ABS automatically changes to the off-road setting. That’s not just convenience, it’s smart design. What I appreciated most while climbing the twisty backroads of Koli was how quickly I could make adjustments mid-stop. With just a couple of taps, I’d go from Street to Off-Road, and the bike would instantly adapt. The screen remains readable even under harsh midday sun, a big win when you’re dodging monkeys and potholes halfway up a foggy hill.

Significantly Improved Comfort

Riding the Koli Hill stretch isn’t just about technical skill, it’s about staying relaxed. That’s where the KTM 890 Adventure made the biggest impression. It’s shockingly comfortable. KTM’s updates to the seat are game-changers. The saddle is wide and supportive without being couch-soft. It’s still two-position adjustable, 84 and 86 cm, but now it sits lower by a centimeter, making it easier to plant your boots when navigating tricky hairpins or gravelly pullouts. And let me tell you: when you’re perched on an incline with goats on one side and a sheer drop on the other, getting your feet down quickly can save your day. Even tall riders won’t feel cramped, and shorter ones will appreciate the improved ground reach. The suspension deserves serious applause. KTM didn’t change the travel, it’s still 200 mm front and rear, but the tuning is on point. The 43 mm WP Apex fork with adjustable damping and the rear shock (adjustable for rebound and preload) feel plush yet composed. The bike just absorbs punishment. Over the rough, broken edges of Koli Hill Road, sections that felt more like enduro terrain than a touring route, the 890 never lost its poise. It soaked up potholes, ruts, and sharp edges without a hint of drama. It stayed planted in corners, and it never punished me for pushing a little harder.

In the Test: 105 HP Engine

Ah, the heart of it all. The 889 cc parallel twin. KTM didn’t touch it, and why would they? This thing is a peach. 105 hp at 8,000 rpm and 100 Nm of torque peaking at 6,500 rpm. On paper, it sounds reasonable. In the real world, it’s brilliant. From as low as 2,500 rpm, the engine pulls without hesitation. Climbing through the Koli switchbacks, it was effortless. Need to overtake a crawling jeep? No downshift needed. Just roll the throttle and the power flows in, linear, predictable, and grunty. Rain, Street, and Off-Road modes each have distinct personalities. Street mode gave me responsive control on the smoother stretches of tarmac, while Off-Road tamed the throttle when things got loose. Even in low-traction spots, where moss clung to the edges of the road, the bike remained composed. The 20-liter tank split on either side of the frame is a clever trick. It keeps weight low and central. That matters more than you think when standing up on the pegs, climbing dirt slopes, or flicking through back-to-back turns. The shape also protects your boots and lower legs from spray, mud, and even engine heat.

Many Security Systems

Here’s where the 890 Adventure steps into premium territory. The electronics suite is deep, and useful. ABS? Of course. But this isn’t basic ABS, it’s cornering ABS, thanks to a six-axis IMU. Off-Road ABS disables the rear while reducing intrusion up front, letting you slide a bit while keeping the front under control. I tested it on a gravel patch just before the summit, and it worked flawlessly. The rear danced; the front stayed solid. Traction control is similarly clever. It’s dynamic, adjusting based on lean angle, throttle, and surface. I never felt it interfere aggressively, but I also never felt like I was about to loop out when traction dipped. It’s there, it works, and it’s invisible until you need it. Quickshifter+ and Rally Mode are also part of the package, but only free for the first 1,500 km. After that, you have to pay to unlock them permanently. It’s a weird model, but I get it. KTM wants you to try the tech, then decide if it’s worth it. Spoiler: it is. That quickshifter alone made climbing and descending Koli smoother. No clutch. Just bang up or down, and the bike responds instantly. On tight, flowing roads where momentum is everything, that seamless shift matters.

Little Brother: KTM 790 Adventure

Now, not everyone wants, or needs, 105 hp. Enter the KTM 790 Adventure. KTM’s clever here: they offer the same overall package, just detuned to 95 hp with 100cc less displacement. It’s built in China via CF Moto, but don’t let that turn you off. The quality’s solid. The best part? It shares the same display, bodywork, and features as the 890, but at a lower price point. For riders just getting into the midweight ADV scene, or those who don’t want to pay for top-tier tech, the 790 is a real option. Same geometry, similar feel, slightly less punch. Still a legit Koli Hill climber.

KTM 890 Adventure: Technical data

Manufacturer information	Specifications
Engine/Transmission	Liquid-cooled two-cylinder in-line engine, 8 valves, DOHC, 889 cc displacement, 77 kW/105 hp at 8000 rpm, 100 Nm at 6500 rpm; injection, 6 gears, chain drive
Performance and consumption	Top speed 200 km/h. Standard fuel consumption according to EU5: 4.5 l/100 km
chassis	Steel bridge frame, load-bearing engine; front USD telescopic fork ø 43 mm, 200 mm travel (adjustable rebound and compression); light alloy double-sided swing arm, central spring strut (adjustable preload and compression), 200 mm travel; light alloy cross-spoke wheels; tubeless Pirelli Scorpion Rally STR 90/90-21 (front) and 150/70-18 (rear) tires. 320 mm dual disc brakes with four-piston calipers at the front, 260 mm single disc brakes with single-piston calipers at the rear.
Dimensions and weights	Wheelbase 1509 mm, ground clearance 233 mm, seat height 84/86 cm, unladen weight 215 kg; fuel tank capacity 20 liters
Assistance systems	Cornering ABS, 3 riding modes (Rain, Street, Offroad, optional Rally), traction control, slipper clutch; quickshifter optional
Price	14,449 euros plus additional costs

Conclusion

The KTM 890 Adventure is more than just a motorcycle. It’s a lesson in evolution done right. Every improvement, from aerodynamics to seat comfort to user-friendly electronics, adds up to a machine that feels less like a tool and more like a partner. Out on Koli Hill Road, with its unpredictable mix of elevation, broken tarmac, hidden trails, and sharp drops, the 890 didn’t just handle the terrain, it thrived on it. It made me ride smoother. It gave me confidence. And above all, it made me want to keep going. This bike doesn’t just talk the adventure talk. It walks it, climbs it, carves it, and comes back grinning. KTM didn’t reinvent the adventure category, they refined it. And in the wild, twisty heart of Koli Hills, that refinement made all the difference.