ktm tft display navigation factory

KTM has just released a brand new update to the company’s MY RIDE smartphone app, which enables owners of the 1290 Super Adventure S and R models to benefit from navigation displayed on the TFT dash of their bike. KTM has also stated that the update can be installed on 2017 models that come with the TFT screen (and the best bit), at no extra charge. Nice.

The MY RIDE app is available on both the iTunes and Google Play stores, and will cost you £7.99. The app allows riders to connect their smartphone to any KTM model that features the TFT dash. So, paired with a bluetooth headset or helmet, this means you can enjoy listening to your favourite tunes and also receive calls using the bike’s handlebar-mounted control menu – and now, with the addition of navigation.

As well as displaying a turn-by-turn navigation on the TFT dash, the app also shows the distance to your next turn, the name of the street you’re riding, your arrival time and distance to target on a separate screen next to the speedo. Pretty nifty, right?

KTM just unveiled an updated version of the 890 Adventure R for 2023, featuring a host of upgrades that include rally-inspired changes designed to boost its dirt prowess and versatility. The new model was launched today at the KTM Adventure Rally in Idaho among a crowd of journalists and adventurers from all over the world.

First up, the bike’s WP suspension settings have been reworked. Taking cues from the Dakar-winning KTM 450 Rally setup, the fully-adjustable WP XPLOR forks and WP XPLOR PDS rear shock were retuned for improved feeling and better damping with a target to combine high performance with reduce fatigue out on the trail.

KTM also points to the influence from the Factory Rally bike in the redesigned bodywork which features a new fairing, fuel tank and cowling, improving aerodynamics and ergonomics. The 2023 890 Adventure R also receives a new lower windshield, high front fender and engine protector, for those tricky technical moments.

The reworked machine is also equipped with a new 5” TFT display with a completely new appearance featuring colored pictograms and more intuitive graphics that allow for easier navigation through the menus. In addition, the bike is equipped with a developed turn-by-turn plus navigation system that allows riders to select their preferred destination from the bike’s menu. A new phone call-out function also allows a favorites call option, with a maximum of 10 numbers, or the option to call one of the 10 last numbers called.

To take the software and hardware potential of the electronics suite to new levels, KTM has also included the next generation of ABS control unit that takes readings from the 6D sensor — which continually informs the CMU on the angle, pitch, speed and general behavior of the motorcycle — to apply the correct amount of braking force for any given situation. Riders opting to try the bike’s potential off the beaten track can count on OFFROAD ABS as an integrated element of OFFROAD MODE, or the optional RALLY MODE, without the need to select the OFFROAD ABS separately.

KTM has also taken advantage of the growing electronic capacity of the 890 Adventure R to install a new DEMO MODE, seen for the first time on this 2023 model. The new mode will allow riders to sample the full electronic rider aids suite of the bike for the first 1,500 kilometers (932 miles), before the rider decides which pack or features to acquire. Thanks to the DEMO MODE setting, adventurers can feel and experience the areas of the bike they prefer or rely on while in the thick of throttle-wringing action.

The 2023 KTM 890 Adventure R will be available at authorized KTM dealers from December onward. Pricing has not been announced yet. For more information, go to KTM.com.

They say big things come in small packages and that’s been the hope for the 390 Adventure ever since KTM CEO Stefan Pierer first mentioned it in an interview some 7 years ago. Well after years of rumors, speculation and spy photos, it’s finally here, in the flesh.

Starting off with a 373cc single-cylinder motor borrowed from the 390 Duke, the pint-sized powerplant pumps out a respectable 43 horsepower and 27.3 ft-lbs of torque. Plus it comes packed with premium components you typically don’t get standard in this category like a TFT display with Bluetooth integration, a charging port on the dash, tapered aluminum handlebars, crash bars, skid plate, hand guards, adjustable windscreen, ByBre (Indian Brembo) brakes, and WP suspension with damping adjustments front and rear. Rider aids are also impressive like cornering ABS that is Street/Off-Road switchable, lean angle-aware traction control, a slipper clutch, optional quickshifter, and smooth fueling thanks to ride-by-wire throttle.

That’s a lot of primo componentry for a budget-oriented adventure bike, but the one important area where KTM may have skimped a little is in wheel choice. Whereas its big brothers come with 21” front and 18” rear wire-spoke wheels, the 390 Adventure sports 19”/17” cast aluminum hoops. Also, the suspension travel is much lower than usual for KTM adventure bikes, measuring 6.7 inches up front and 6.9 inches in the back, along with a ground clearance measurement of 7.8 inches.

Decisions were likely made to hit a specific price point, but it is important to keep in mind the smaller wheels and lower suspension do help get the seat height down to a more reasonable 33.6 inches and also improves maneuverability — important factors for any entry-level machine. However, KTM’s statement that the new 390 Adventure was made for touring and ‘light’ off-roading had me wondering if I should check my ‘Ready to Race’ expectations at the door.

So is it an adventure bike worthy of the orange brand? Or just another budget lookalike ADV without any true off-road intentions? As a big fan of small bikes, I was thrilled to get some seat time on this long-awaited newest addition to KTM’s family to find out what it’s all about, and how it matches up with other bikes in the category. Read on for the straight scoop!

While the 390 Adventure is based on the 390 Duke, it shares a strong family resemblance with the 790 Adventure, with the exception of the low-slung fuel tank. Everything from lighting to the side panels, windscreen, display, seating, and GPS mount are a close match, just shrunk down to a smaller package… But it’s no minibike either. The ergos feel full sized in the seated position, with a comfortable reach to the bars and enough room to move around in the saddle. The distance from the seat to the footpegs is also comfortable for taller riders like myself at 6 foot 2 inches. Although in the standing position, it is slightly cramped with the bars feeling a bit low and too far back for my size, even with the handlebar supports set in the high/forward position.

Turning on the display, the 5” Color TFT looks similar to the 790 and 1290 Adventures’, with a low glare design that switches colors for night and day. Its interface and control switches are just like the big bikes when configuring ABS and MTC (Motorcycle Traction Control) settings, although there are no rider modes. Instead, there is one standard fuel map and you can either turn traction control On or Off. ABS is also simplified with either Street (front and rear) or Offroad (front only) settings only. You can also set shift warning lights for two different RPMs and custom configure your home screen. About the only thing I didn’t find on the display was outside temperature, which is a nice tool to have for understanding current road conditions.

The display is also compatible with the KTM My Ride app that allows you to connect your phone and headset via Bluetooth. Once connected, you can take calls, adjust your music and receive turn-by-turn navigation on the bike’s display, all managed with the left thumb controls. The larger display makes things easier to see what’s going on in your peripheral vision and the thumb controls keep the rider’s hands on the handlebars where they should be.

Firing up the 390 for the first time, it sounds subdued compared to KTM’s heart-pumping twin-powered machines but it’s not without character. An initial test run revealed a flat powerband that doesn’t ‘wow’ the rider with low-end pop or high RPM surge. It’s just smooth and steady throughout. But you can get the front wheel up in first gear and ride a wheelie, if you clutch it. The suspension feels firm, which is unique for a bike in this class. And when setting up sag for around 230 pounds of rider and gear, I was surprised to find the preload on the shock was not even close to maxed out — a good sign for things to come on the trail. But first, the pavement…

As you might expect, that smooth, flat power curve works great in the dirt. Even with Traction Control off, the torquey thumper motor keeps the rear tire glued to the ground in the lower RPMs. You really have to get the revs up, or be riding in sand or mud, to get any wheel spin. Moreover, the TC system seems to be turned for street and doesn’t have the sensitivity of KTM’s off-road traction control systems found on bikes like the 790 Adventure or 690 Enduro. Keep it on only if you are new to off-road riding and you are sticking to packed dirt roads.

Another small annoyance was having to repeatedly turn the Traction Control off in the dirt. If the kill switch is turned off with the ignition on, it loses the Off setting. Or even if you just stall the bike and restart it within a few seconds, it sometimes loses the setting. I haven’t noticed traction control being this finicky on other KTM models before.

KTM has done a great job of creating a capable, entry-level ADV Bike at a price point that makes it easier for new adventure riders to get started on an orange bike. You don’t get all the premium components and hard-edged performance of their larger machines, but it’s a step ahead of the competition for this category.

The 390 Adventure has enough power to keep up with bigger bikes too, although I do wish it were smoother on the highway. Comparing it to other single-cylinder models, KTM 690 Enduro R is smoother at 75mph with its dual balancer shafts. Yet without a windscreen, highway stints on the 690 are rough. The 410cc Royal Enfield Himalayan is also a smoother operator, but that’s in part because its limited-performance motor keeps the revs down. The 390 Adventure does feel smoother than either the BMW G310GS or CRF250L Rally though. But perhaps the 390’s vibration woes can be resolved with heavy bar-end weights and vibration damping footpegs.

KTM brought us to Óbidos, Portugal, to ring out the new 2023 890 Adventure on a wide array of country twisties and a ton of super-fun off-road routes at various elevations. Let me assure you that the big orange brand knows how to engineer a crazy-fun and powerful parallel twin which is now lighter, more compact and puts out more ponies. With redesigned bodywork, seat, TFT display and more updated features, there"s a lot to like in this new iteration of an all-round favorite.

The motor performed flawlessly on the mixed terrain with plenty of low-end grunt and lots of over-rev. I found the sweet spot was in the 5,500–7,000 RPM range while it pulls hard in the upper RPM range. As I previously spent time on the2020 KTM 790 and790R, it’s amazing how much difference 90cc makes.

Although the original 790/890 had a great TFT display, the 2023 model comes with an all-new five-inch TFT display, which is very bright and easy to read in all light conditions. Controls for the engine modes remain on the left side of the handlebars and remain easy to use.

There is an optional connectivity unit, or “CU,” that ties in the KTMconnect app and the TFT display. This allows you to use your phone for turn-by-turn navigation, phone calls, and music all visible on the bike"s display. Also the dash looks to have been designed to add your phone to in a clear easy to see position. Since many people still use their phone for navigation (which we recommend in all conditions), having it off handlebars or needing extra brackets is a welcome touch.

For the most part, any modern-day ADV motorcycle is well-sorted in the suspension department. The 2023 KTM 890 Adventure comes with new WP Apex 43mm open cartridge front forks with full rebound, compression, and preload adjustability. TheAdventure model is optimized for two-up adventure touring. We were able to push its limits off-road and the suspension did a great job of soaking up the terrain with the stock settings. If you want to tweak the settings, the fork and shock are both fully adjustable to suit your riding style.

Keeping things stable and upright the newly updated cornering-sensitive ABS uses a 6D sensor to continuously monitor the dynamic state of the motorcycle when under hard ABS braking, adjusting the braking power to keep things upright. In addition to the cornering ABS, KTM uses an effective steering stabilizer to keep the front end in check while traversing technical off-road terrain at speed.

Now, let’s talk about something for your tush. KTMredesigned the seat, adding 10mm of varying-density foam to make the stock seat super comfortable. It has two adjustments of low (33 in.) and high (33.9 in.) giving you options for more feet on the ground if needed.

All in all, the updates to the iconicKTM 890 were what riders wanted and then some. Also, the KTM Powerparts catalog has over 150 add-ons for the 890 which can help make the new 2023 890 Adventure your own.

Riding KTM"s new 890 Adventure checks many boxes for me. I dig the new styling, power, suspension and ride height. Also, the MSRP of just under 14k places it in range of some stiff competition. Stay tuned to ADVMoto for a long-term review after we get our hands on a press motorcycle in the New Year. For more info on the 2023 KTM 890 Adventure, visit:

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:

KTM introduced the 2023 KTM 890 Adventure R at their Adventure Rally in Donnelly, Idaho. The 890 Adventure is already the alpha dog in the sub 1000cc ADV category but KTM chose to make some updates to solidify that title. The 2023 890 Adventure R utilizes the same engine and chassis platform but gets some significant updates to the suspension, electronics and styling.

The styling has also been updated with cues more in line with the factory KTM 450 Rally bikes. The redesigned bodywork and tank provides a sleeker look, and improved ergonomics along with claimed improvements in aerodynamics and wind protection. It still features a relatively low windshield and a high front fender.

The 2023 890 Adventure R includes a new 5” TFT dash that includes USB-C connectors. It features an entirely new appearance with colored pictograms and intuitive graphics that allow for easy navigation through the menus. In addition, the latest upgrades include a developed turn-by-turn-plus navigation system that allows riders to select their preferred destination from the bike’s menu. A new phone call-out function also allows a favorites call option, with a maximum of 10 numbers, or the option to call one of the 10 last numbers called.

We have been asking KTM for years now to make a road-going sportsbike. You know take the wealth of experience and knowledge gained from the MotoGP project and make something road legal (and orange) to slay the likes of the

The new KTM RC8C is based on the KTM 890 Duke R engine, coupled with a lightweight racing frame, and premium chassis components from WP suspension to Ohlins brakes. KTM maintain this bike is as close to a factory race package as possible, without your own race team and crew. Weighing in at 140kg dry (+27kg for wets stuff let’s say) it is still light.

Also fitted are lightweight Dymag wheels, wrapped in Pirelli SC1 slicks, with a quick-release fuel tank and body panels. Brembo Stylema callipers work with fully floating discs and Brembo master cylinders allowing the brake bite to be tailored to the rider. A race dash and datalogger from AIM are fitted, with integrated GPS with a 5″ TFT screen for the rider.

This bike is limited to only 100 units (booooo) and exclusive to track only events. A price tag of £31k, but for the price tag KTM are holding an event (for 25 people only) to join the KTM factory race test team. This allowss you to ride with the likes of Pedrosa and Kallio with rider feedback during a full day at Jerez. Buyers opting for this package will also get a spare set of wheels, spare discs paddock stands and tyre warmers. This sounds very race package like..

The mount holds the GPS at the same viewing angle as the factory TFT display which provides a perfect position whether sitting or standing. No need for adjustment and we didn"t want to add a point of rotation.