The KTM’s dirtbike origins are obvious – the skinny flanks, narrow seat and low-rise Magura fat-bar handlebars are there because the 950 Adventure is a bike with genuine off-road roots, and therefore genuine off-road potential. Its 21/18 spoked wheels aren’t there for show either and where the others all wear cast ally wheels and road tyres, the Katoom was more than ready for the rough with dual-purpose tyres and long travel WP suspension.
But d’ya know what? It’s good on the smooth. and its liquid-cooled 942cc V-twin engine has a frisky, snappier edge. The KTM’s motor is fun. It urges speed, wheelies and general arsing about. In fact it begs for it. And it’ll easily cruise at a ton-plus, even if it does murder fuel. The only other area the Katoom really suffered was on the brakes – it simply doesn’t have the stopping power of its peers, and there’s a lot of dive from the forks. And it ain’t KTM super-comfy.
The 950 Adventure copes with fire trails and lumpy bits like a pro, popping wheelies and generally behaving like a dirtbike should. It’s got a rubbish steering lock, but I love the KTM for hooting through fast, sinuous dual carriageways.
The KTM 950 is a bike that’ll not only knot knickers, it’ll firmly place them on your head – it’s a serious tool, with genuine road and off-road ability, but really it’s just plain fun.
The KTM’s dirtbike origins are obvious – the skinny flanks, narrow seat and low-rise Magura fat-bar handlebars are there because the 950 Adventure is a bike with genuine off-road roots, and therefore genuine off-road potential. Its 21/18 spoked wheels aren’t there for show either and where the others all wear cast ally wheels and road tyres, the Katoom was more than ready for the rough with dual-purpose tyres and long travel WP suspension.
But d’ya know what? It’s good on the smooth. and its liquid-cooled 942cc V-twin engine has a frisky, snappier edge. The KTM’s motor is fun. It urges speed, wheelies and general arsing about. In fact it begs for it. And it’ll easily cruise at a ton-plus, even if it does murder fuel. The only other area the Katoom really suffered was on the brakes – it simply doesn’t have the stopping power of its peers, and there’s a lot of dive from the forks. And it ain’t KTM super-comfy.
The 950 Adventure copes with fire trails and lumpy bits like a pro, popping wheelies and generally behaving like a dirtbike should. It’s got a rubbish steering lock, but I love the KTM for hooting through fast, sinuous dual carriageways.
The KTM 950 is a bike that’ll not only knot knickers, it’ll firmly place them on your head – it’s a serious tool, with genuine road and off-road ability, but really it’s just plain fun.
The KTM’s dirtbike origins are obvious – the skinny flanks, narrow seat and low-rise Magura fat-bar handlebars are there because the 950 Adventure is a bike with genuine off-road roots, and therefore genuine off-road potential. Its 21/18 spoked wheels aren’t there for show either and where the others all wear cast ally wheels and road tyres, the Katoom was more than ready for the rough with dual-purpose tyres and long travel WP suspension.
But d’ya know what? It’s good on the smooth. and its liquid-cooled 942cc V-twin engine has a frisky, snappier edge. The KTM’s motor is fun. It urges speed, wheelies and general arsing about. In fact it begs for it. And it’ll easily cruise at a ton-plus, even if it does murder fuel. The only other area the Katoom really suffered was on the brakes – it simply doesn’t have the stopping power of its peers, and there’s a lot of dive from the forks. And it ain’t KTM super-comfy.
The 950 Adventure copes with fire trails and lumpy bits like a pro, popping wheelies and generally behaving like a dirtbike should. It’s got a rubbish steering lock, but I love the KTM for hooting through fast, sinuous dual carriageways.
The KTM 950 is a bike that’ll not only knot knickers, it’ll firmly place them on your head – it’s a serious tool, with genuine road and off-road ability, but really it’s just plain fun.
Seats | 0 |
Suspension Front | WP-USD 48 MA |
Suspension Rear | WP-PDS suspension strut with hydr. spring preload |
Wheels Front | 2.15 x 21 |
Wheels Rear | 4.0 x 18 |
Tyres Front | 90/90-21 |
Tyres Rear | 150/70-18 |
Brakes Front | double disc, 300 mm |
Brakes Rear | single disc, 240 mm |
Chassis | tubular chromoly space frame, power-coated |
Seats | 0 |
Suspension Front | WP-USD 48 MA |
Suspension Rear | WP-PDS suspension strut with hydr. spring preload |
Wheels Front | 2.15 x 21 |
Wheels Rear | 4.0 x 18 |
Tyres Front | 90/90-21 |
Tyres Rear | 150/70-18 |
Brakes Front | double disc, 300 mm |
Brakes Rear | single disc, 240 mm |
Chassis | tubular chromoly space frame, power-coated |
Cubic Capacity (cc) | 942 |
Max Power (bhp) | 97 |
Max Power Peak (rpm) | 8000 |
Torque (ft/lb) | 70 |
Torque Peak (rpm) | 6000 |
Bore (mm) | 100 |
Stroke (mm) | 60 |
Valve Gear | DOHC |
Compression Ratio | 11.5 |
Ignition | Battery |
Cooling | Liquid cooled |
Stroke Type | Four Stroke |
Cubic Capacity (cc) | 942 |
Max Power (bhp) | 97 |
Max Power Peak (rpm) | 8000 |
Torque (ft/lb) | 70 |
Torque Peak (rpm) | 6000 |
Bore (mm) | 100 |
Stroke (mm) | 60 |
Valve Gear | DOHC |
Compression Ratio | 11.5 |
Ignition | Battery |
Cooling | Liquid cooled |
Stroke Type | Four Stroke |
Top Speed |
Top Speed |