ktm tft display navigation made in china

It’s an unusual move from KTM to revive a model which they have already superseded (with the 890 Adventure line-up) but the bigger news is this first major wholesale shipping of the model production to China.

The redesign is straight out of Mattighofen and they say, pretty high up the press information to make the point, that the process will be supervised by KTM staff on the ground in China. Transcontinental cooperation is not new for KTM and the main thrust of this new venture with CFMOTO is to feed motorcycles “directly into the furthest corners of the globe” they say.

The original 790 Adventure was a great bike of course, helping forge the then new trend for middleweight Adv bikes. For the 790’s comeback KTM say they wanted even more ‘rideability’ from the LC8c motor that pumps out 95hp at 8,000 rpm and 88Nm at 6,500 rpm but also tweaks that would meet the criteria for Euro 5 emissions targets – even if that claim or aim to reach “further corners of the globe” with this model makes EU emissions regs seem like a side issue.

The 2023 KTM 790 ADVENTURE is now more stable at constant speed and has gained more cornering poise thanks to a 20% increase of rotating mass; an alteration that hasn’t compromised the highly rated agility of the motorcycle.

This is one of the largest modifications to ensure this vibrant generation of the KTM 790 ADVENTURE will be an impeccable choice for moving in, around and then outside of the city limits. The 15,000 km service intervals remain in concrete.

The dependability of the KTM 790 ADVENTURE is hiked with the reworked Power Assist Slipper Clutch with new friction plates and the engine breathes freer with a new airbox.

The bike also benefits from the latest 6D sensor, otherwise known as the Inertia Management Unit, that can be found on larger KTM siblings like the KTM 890 ADVENTURE and KTM 1290 SUPER ADVENTURE models. This sophisticated device informs the Cornering Motorcycle Traction Control and other aspects such as ABS, Motor Slip Regulation and the administration of Ride Modes. In terms of features the KTM 790 ADVENTURE holds very similar billing to its larger sibling: the KTM 890 ADVENTURE.

ABS programs now automatically switch between the Ride Modes, removing the need for more configuration. KTM has installed an innovative ‘DEMO’ function on the 2023 KTM 790 ADVENTURE; owners can trial the full slew of optional riding extras for the first 1,500 km before deciding which settings they’d like to purchase and keep.

A 20-liter tank and potential 450 km fuel economy broadens the horizons of even the hardest adventure rider. For all the time spent in the comfy 2-piece saddle (which can be swapped and augmented through KTM’s PowerParts assortment for single or heated units) the 2023 KTM 790 ADVENTURE provides even more concessions to the eager traveler.

The lights are full LED sets and the dashboard view is brighter and better with the 5” TFT reacting to ambient lighting and utilizing a redesigned menu system of new infographics for faster and easier customization. Syncing the KTMConnect App will now lead to even more beneficial navigational and travel options, such as profiling the ‘top ten’ calls and contacts and adjusting the parameters of turn-by-turn guidance on the go.

As with the forerunner to the 2023 edition, the KTM PowerParts range is plush with KTM 790 ADVENTURE components for protection or aesthetic add-ons. Owners won’t have to consider extra defense against hits and dents to the front of the bike however thanks to the light aluminum engine protector, fitted as standard. The plastics (injected molded with graphics for more resistance) have also been reshaped to guard the tank and seat against unwanted knocks.

TURN-BY-TURN Plus (TBT+) will make its debut on the new 2022 KTM 1290 SUPER DUKE GT via the KTMconnect smartphone application to further enhance the touring experience by projecting TURN-BY-TURN navigation instructions directly to the motorcycle’s TFT display.

There’s also an advanced search feature, and a diverse range of POIs including gas stations, restaurants, rest stops, while the system lets you select one of your pre-saved destinations directly from the TFT dash.

All the above features can be accessed directly from the new 7-inch TFT dash, while the rider no longer needs to remove their phone from the jacket pocket, making it more convenient and efficient for those quick on-the-fly changes. Routes can also be easily uploaded, as well as shared in real-time, allowing for easier trip management.

We’ve known KTM had a plan to work with CFMoto for years, and at the time of the first 790 Adventure release, there was a rumour that bike’s engine was built in China. KTM told us it wasn’t—it was made in Austria. However, when KTM moved forward to the 890 platform, it took the older 790 design and licensed it to CF Moto. The two companies had already been working together for years on smaller machines, so this was just the next step.

Although CFMoto adapted the 790 engine, it doesn’t sound like the Chinese factory made many changes to the engine. Reports from international mags say the 795 cc liquid-cooled parallel twin has an up/down quickshifter and six-speed gearbox, and makes 94 horsepower at the crank, with 57 pound-feet of torque. Those are basically the same numbers as the Austria-built KTM engine.

What else do we know about the new bike? Looking at the styling, it looks like a 790 Adventure and a Honda Africa Twin had a love child. There’s a 7-inch TFT screen, allowing the rider to stay on top of the bike’s electro-trickery: Riding modes, traction control, cornering ABS, and so on. The TFT can also display navigation instructions, probably through pairing with a smartphone. LED headlights and daytime running lights are standard. Reportedly, the 800MT will come in two separate versions, one more street-oriented, one more dirt-oriented; both versions will have 19-inch front wheels and 17-inch rears.

One very noticeable difference between the KTM and the CFMoto: The CFMoto version supposedly weighs almost more than 100 pounds more, probably due to heavy use of Chinesium in the chassis.

It doesn’t look like the smaller, more mainstream bikes we’re used to seeing come out of China, does it? That’s thanks in major part to KTM and its now 11-year-old “strategic cooperation agreement” with CFMoto, a so-far successful and ever-expanding give/take for both parties. At the core of the partnership the Austrian giant trades its sophisticated technologies and high quality standards for an inside track into CFMoto’s deep and widespread manufacturing and supply chain capabilities, which helps keep consumer pricing in check.

But the 800MT doesn’t look anything like a KTM adventure bike either, that is, unless you hone in on the 799cc LC8c parallel twin adopted from the 790 Adventure, which, as you know, has been upgraded in 2021 to 889cc for the Western market, leaving the LC8c version to stand alone in this, and likely other new models from CFMoto.

The 800MT is notably the first dedicated model to come out of the joint venture of these two manufacturing giants. It’s a handsome machine, with aggressive looks more inline with Honda’s Africa Twin than KTM’s more usual vibe, especially the pinched fairing, headlamp and screen grouping. The split and dropped fuel cell was nixed by a more traditional touring-style top mounted tank, for example.

The details we know so far are that the 800MT will be one of the highest performing motorcycles to ever wear badging from a Chinese builder, with the LC8c delivering a claimed 94 hp and 57 ft-lbs of torque. It will come with Bosch’s cornering ABS, as well as traction control and luxurious amenities like keyless start, built-in GPS, heated grips and seat and KTM’s rich suite of electronics, all accessed on a bright 7-inch TFT display.

What is all CFMoto’s choosing is implementation of Japanese KYB suspension over KTM-owned WP, and brakes from Spain’s J Juan, likely a move to keep the price low. While the 800MT uses a steel tube frame we’re used to seeing on the KTMs, it does have a unique aluminum swing arm system.

Of course this particular adventure bike will be introduced in the Asian markets before we see it in other parts of the world. No doubt CFMoto hopes the borrowed KTM performance and technology will add cache to the model, raising the bar for further in-country manufacturing. But with more Chinese imports making the scene in the U.S. each year, it’s not so far-fetched to think we’ll see the 800MT and other bikes like it on — and off — roads here in the U.S. sometime in the near future.

We make travel and rally kits for motorcycles we believe in, bikes we like to ride ourselves. The 790/890 is, strictly speaking, a bike which should be outside what we like to ride. It’s not a lightweight for instance and it’s complex. It’s also rather big compared to our EXCs and 701. But it is also the first motorcycle we’ve ever tried which actually handles its weight well! Usually when motorcycle manufacturers try to disguise their weight it comes at a cost of undesirable handling at low speed, but not with the KTM 790/890. It’s the first big adventure bike which you can actually take off-road and still enjoy it… and you don’t have to be an off-road ace to do so either. Sure it isn’t an EXC or even a 701 but we liked it so much that we bought one ourselves!

We don’t use the narrow KTM Rally screen for several reasons, see the FAQ section, but on this bike it doesn’t even fit. Fitting a narrow screen to a bike with wide and low tanks, makes it look like a bike with a belly problem. We feel, with the Nomad-ADV tower fitted, the front looks as it should have been in the first place. It fits the bike as the styling clearly fits a KTM. From the side it’s the same situation. The tank styling flows on into the tower, as if it was always meant to be there, creating a tower which is in one unit with the bike rather than a generic afterthought. Behind the bars the rider has a better view of the dash, can see the front wheel in tricky situations and yet is better protected from the wind to cover those long distances with ease.

Of course styling is nothing without proper engineering. The clamp with which a navigation tower is mounted to the frame is like the foundation of a house. That’s where it’s all build upon, that has to be able to take the weight of the tower and navigation or rally equipment, it has to be able to withstand the forces put upon it when hammering down a rutted track, and do that day in day out. On the 790/890 there was an additional challenge: there is very limited room to create a decent footprint. The larger the footprint, the less stress per cm2 you put on the steering head tube.

And yet we saw clamps which are flimsy, clamps which looked anorexic and that in our opinion would have way too much flex, while others even fitted the tower to the original mounting points with a simple plate or two supposedly as a ‘reinforcement’. These long unsupported plates only causes vibration fractures and put even more stress on the OEM points, which are know to break anyway. Imagine what happens when you add extensive navigation or rally equipment to those same points, but now even less supported…

The original KTM TFT display (dashboard) is a complicated piece of equipment as literally everything related to the electronics runs through the TFT display. It’s beautiful and works well, but like everything electronic, it requires protection from vibration. Undoubtedly its expensive to replace too. That’s why we decided to properly machine a mounting for it, from a billet block of aluminium, rather than just a simple bent bracket of some sort which can cause vibrations. The dash mounting accepts the OEM mounting rubbers to further reduce strain on the unit. The KTM TFT display simply slots in place, with the original wiring untouched, and is in a better position for the rider too. We didn’t mount it high in the tower as that will blind you at night or in that beautiful but dark tunnel, but we did mount it in such a way that you can easily see it both seated and standing on the pegs.

The OEM KTM 790/890 headlight unit is connected to the CAN bus system. A small circuit board inside it lets the system know if the headlight is on, and if it’s on High beam or Low beam.

The Nomad-ADV 790/890 tower comes complete with a CAN bus headlight module. Not just an eliminator for the HLU failure message but a proper module which also lets the system know which lights are on (so that the high beam control light on the TFT screen works as well for example).

Interfering with a CAN bus system can have some disastrous effects. Considering the ABS brakes, the engine management, the ECU computer as well as all the fitted sensors are connected to the same CAN bus. That’s why we’ve stayed clear of CAN bus modifications and ‘smart’ guys with a soldering iron. We enlisted the help of a proper CAN bus specialist company for this, to ensure we have a system which works now and in the future and does not interfere in any way with the CAN bus system. It’s not based on a CAN bus controller, which can wreak havoc with other CAN bus components now or in the future, but a passive system. We’re thus not affected by future system or CAN bus updates or frequency changes. The Nomad-ADV CAN bus module works with both Vision-X and Baja Designs lights (which we adapted to the CAN bus module) and the OEM TFT dashboard works as it should too.

Nomad-ADV towers have been successfully used in international rallies all over the world. Rally riders and rally teams choose the Nomad-ADV navigation tower for it"s ease of use, strength and well thought out design. Below are just a few examples of the rallies competed with with Nomad-ADV navigation towers:

The CFMOTO 800MT is based around the 799cc LC8c parallel twin that came from KTM. This is a result of their partnership (see below). It’s a cracker of an engine, making (in the 800MT) 70 kW or 95 hp, and with a lot of character from its 285 degree crankshaft, helping it mimic the delivery of KTM’s V-twins.

The CFMOTO 800MT Touring comes with fully adjustable KYB suspension, a quickshifter, a big TFT screen, fog lights, radial-mounted J.Juan brakes with Cornering ABS as standard, and so much more. On other brands’ bikes, these are usually expensive add-ons.

The engine is based on the KTM LC8 V-twin that first appeared in the RC8 superbike. Of course it’s detuned and made more suitable for a long-distance tourer.

The bike has a ton of high-spec gear, like semi-active WP electronic suspension, big 12.3 inch TFT display, Brembo radial-mounted calipers, and cornering ABS. It even has a multimedia sound system.

The significant phase of the partnership started in 2014 when KTM started manufacturing KTM 200 and 390 Dukes for KTM in China. They’re sold under the CFMOTO KTMR2R brand. (For global markets KTM partners with Bajaj in India to manufacture its 390 Duke and RC 390 for international audiences. And the new 2022 KTM RC 390 has some amazing specs!)

As part of the CFMOTO KTMR2R partnership, KTM transferred manufacturing of the parallel twin 799cc LC8c models (including the 790 Duke and 790 Adventure) to China from 2020.

KTM is also transferring technology for the LC8 V-twin engine, including the 990 and 1080 V-Twin models. The first fruit of this, interestingly, is a 1279cc LC8-derived engine, to power the 1250 TR-G tourer. It makes 105 kW or 140 bhp.

Back in November this year, select dealerships had started to accept the unofficial pre-bookings for the KTM 390 Adventure. It was expected that the vehicle will be launched at the 2019 India Bike Week in Goa, but KTM opted to just unveil the motorcycle there. The company has confirmed that it will launch the new adventure model in January 2020.

The KTM 390 Adventure made its global debut at the 2019 EICMA motorcycle show before arriving at the 2019 India Bike Week in Goa. The Indian-spec model is slightly different from the international version and misses the adjustability function on the telescopic forks at the front. The rear mono-shock is preload adjustable. All other features are identical to the international version. The motorcycle rides on 19-inch front and 17-inch rear alloy wheels.

Full LED lighting, backlit switchgear and a Bluetooth-enabled colour TFT display with turn-by-turn navigation system are some of the key features of the KTM 390 Adventure. This bike shares the 373.2 single-cylinder, liquid-cooled, 4-valve, DOHC engine with the KTM 390 Duke and draws 43 hp of maximum power and a peak torque of 37 Nm from the same. The engine, linked to a 6-speed transmission, will be BS-VI compliant.

The Indian-spec KTM 390 Adventure packs quick-shifter as a standard feature. Anchoring power comes from 320 mm disc at the front and a 230 mm disc at the rear. The rotors are grabbed by Bybre-sourced callipers. Electronic rider aids include traction control system (with lean-sensitive function) and dual-channel ABS (switchable and with cornering function).

The CFMoto CF1250 is the most powerful motorcycle to be ever made by a Chinese bike manufacturer. It is the result of the partnership between KTM and CFMoto. For the ones unaware of the previous developments, CFMoto manufactures bikes for KTM in China. Models such as 200 Duke and 390 Duke currently roll-out of its Chinese factory, while the KTM 790 Duke and 790 Adventure has been slated for future production.

The CF1250 is based on the KTM LC8 V-twin motor taken from the 1290 SuperDuke. CFMoto has reworked the engine with new casings and the end result is a 1279cc V-twin which is known to churn out 140 PS of maximum power at 8,500 rpm and 120 Nm of peak torque at 7,000 rpm.

The bike features a 12.3-inch colour TFT LCD instrument cluster which is huge even for car standards. The screen is capable of displaying a plethora of information in a simple and uncluttered format. It boasts mobile phone integration for caller ID, navigation, and more.

The all newKTM Adventure 790 gets updated with bigger fairings and the windscreen which has been made larger to provide enhanced wind protection to the rider. The lighting of this bike is all-LED and the 5-inch TFT screen for the instrument cluster comes brighter and gets an ambient light sensor. Moreover, the user interface of this Adventure bike is redesigned with a new menu system and infographics.

According to KTM, the new user interface will help riders to navigate in a more efficient way. The bike gets a KTMConnect application which provides turn-by-turn navigation and other information.

The tyres of the KTM Adventure 790 are said to be spruced from Pirelli and they are Scorpion STR tyres with bigger tread blocks, focused for off-roading. Previously, this KTM bike was equipped with Continental tyres. The company has also added a ‘DEMO’ function on the 790 Adventure so the owners can try the full slew of optional riding extras for the first 1,500 km before deciding which settings the riders would prefer to purchase and keep. Additionally, the ABS automatically turns on or off when the rider changes the riding mode.

Vanasche Motorsport"s Billet Aluminum GPS Mount resolves a universal need in navigation mounting on the KTM 790/890 Adventure. Whether it"s mounting the Voyager Pro or dedicated GPS units like Garmin"s Montana, Vanasche"s GPS mount provides the ideal base with the ideal viewing angle. Sitting or standing, it doesn"t matter, the base mimics the same viewing angle as the TFT Screen on the 790/890 so you"re assured clearing viewing no matter where you are on the bike. Cord management is always an issue when mounting accessories and it"s those products that keep things like that in mind that set themselves apart. That"s why this mount has a machined pocket that"s designed as a pass through to the pre-wired accessory power terminal located in the headlight assembly.

We use KTM Adventure Motorcycles because of their "Ready To Race" mindset, and the great combination of cutting-edge technologies and an extremely offroad-capable machine, which we can rely on to get us both into and out of the many different types of landscapes and other strange situations that we encounter on our overland expeditions.

The latest KTM 1290 Super Adventure motorcycles with their 1,301cc capacity are equipped with a front and rear-mounted Bosch Mid-Range Radar (MRR) sensor array, for radar-based rider-assistance. This means the motorcycle can automatically synchronise with traffic speed, and provide warnings about any approaching dangers in front or from behind, and adjust to other obstacles on the road. This enhances our reaction time, and helps us avoid any unwanted interactions with other vehicles on the road, in the desert, or on mountain trails.

Add all this to the other very useful features for long-distance expedition riding, such as ABS, adaptive suspension, adaptive cruise control, smartphone integration, turn-by-turn navigation, cornering traction control, the many useful ride modes, and the large TFT display that only shows the information you actually need, greatly reduces the number of external and peripheral gadgets and devices we need to attach to the motorcycle - and then relate to - on the road.

The most viewable place is above the TFT screen where the “Remove for GPS Mount” is. There is a part from KTM (p/n 63512992044, €58) but there is reports of some instability. Some others seem happy with it however.

SW Motech now have a mount available, priced around €60. This projects very far back, over the TFT screen, the device can be mounted directly to the mount. The mount is removable, it clips to its base. It seems this setup wobbles a bit (video)

According to KTM’s relevant press release, the 1290 now has a new scratch-resistant, bigger 7” TFT display, along with additional navigation perks like extra guidance for the Turn-by-Turn on KTM’s MyRide app.

For suspension duties, we’ve been given 48 mm WP XPLOR at the front, with an adjustable rear shock at the back sporting 220 mm of travel – both of which have been“tested and refined for the characteristics of the KTM 1290 Super Adventure R.”

KTM first introduced the 790 Duke to Canada in 2017, and then replaced it a couple of years later with the 890 platform. Now, the 790 Duke is coming back to Canada for 2023, in updated form.

Judging by KTM’s press release, it appears the 790 Duke is intended to once again be the base model in the LC8c lineup, with the 890 Duke R positioned as a more high-spec version of the platform. There is no comment yet on whether or not we will also see a 790 Adventure return to the lineup, as that machine was replaced by the 890 Adventure and we’ve seen no indication that will change.

At one point, the story was thatthese newer 790 models would be built in China, as part of KTM’s partnership with CFMoto. CFMoto certainly builds KTM-branded bikes for its home market, but we’ve seen no confirmation that the new 790 models coming to Canada will be made in China.

In base form, the new 790 Duke will have cornering-sensitive traction control and ABS (with Supermoto mode, allowing you to lock the rear wheel), along with Rain, Street and Sport ride modes, all-LED lighting, and a 5-inch TFT screen. KTM’s Quickshifter+ is available as an option (for clutchless upshifts and downshifts), along with adjustable engine braking, tire pressure monitoring, cruise control and a Track mode.

The 1301 cc V-twin is reworked, to meet new emissions standards, and the bike once again comes with WP Apex semi-active suspension, allowing the rider to select electro-adjusted preload for Rider, Rider & Pillion, Rider & Luggage or Rider, Pillion & Luggage weights. Anti-dive function also comes standard. There’s a new 7-inch TFT screen and new switchgear, new (lighter) wheels, new ContiSportAttack 4 tires, and Sygic-powered Turn-by-Turn PLUS navigation. This bike certainly sounds like a lot of fun—the outgoing model sure was—but we haven’t seen a price tag for this machine either, or an arrival date. More info and specs here.