Open-Class Adventure Comparison Test

[Hugh Janus]

Flagship adventure bikes from three manufacturers head to head to head on asphalt and dirt. (Jeff Allen/)

Adventure riding is many things to many people. For some, it’s exploring gnarly mountain double-track after riding there in total comfort. For others, it’s touring on the asphalt and exploring some dirt roads along the way. Others simply like the comfort and capability of an ADV bike and don’t really intend on leaving the predictability of blacktop. In this case, our shootout is focused on that exploratory middle ground, emphasizing the pavement while still taking the bikes’ capabilities on dirt into account. With that in mind, we left the stock road-centric rubber on these 19-inch-front-wheeled machines.

In 2021, we held a Big-Bore Adventure Shootout which included the BMW R 1250 GS, Ducati Multistrada V4 S, and the new-to-the-scene Harley-Davidson Pan America 1250 Special (KTM had no appropriate test units available at that time). Those three bikes were all equipped with off-road-oriented wire-spoked wheels and knobby tires. When the Utah dust settled after a week, the Harley-Davidson Pan America emerged as the winner.

Our returning champion, the Harley-Davidson Pan America Special 1250, was delivered in Mineral Green Denim Deluxe paint and rolling on wire-spoked wheels. (Jeff Allen/)

As the big-bore incumbent, Harley is back to defend its title. For this year’s test we received a 2022 Pan America 1250 Special G.I. (Enthusiast Collection) with its exclusive Mineral Green Denim Deluxe paint and graphics celebrating H-D customers who have served in the armed forces. As delivered, the bike came equipped with spoked wheels ($624 option); however, they come in the same diameters (19-inch front, 17-inch rear) and with the same Michelin Scorcher tires as the cast wheels. It also came with the optional Adaptive Ride Height, which adds another $1,200, bringing the sticker price to $22,623.

A heavily revised KTM 1290 Super Adventure S entered the fray as the lightest and most powerful machine of the test. (Jeff Allen/)

There is no denying that the KTM 1290 Super Adventure S is the sledgehammer of this group. For 2022, the bike got a whole host of changes: a new frame, a 15mm-longer swingarm, and a ton of engine updates to help it meet current emissions standards while still delivering monster power. Like its little brother the 890 Adventure, the Super A gets fuel tanks that straddle the engine for a lower center of gravity. A new pair of split radiators improves cooling. Other highlights include a new airbox and exhaust, updated clutch and transmission, and revised electronics. Our bike came equipped with the $969.99 Tech Pack, bringing the total price to $20,469.

Triumph’s 2022 Tiger 1200 GT Pro is one of five brand-new Tiger 1200 models in the British company’s lineup. (Jeff Allen/)

Triumph has made no bones about the new Tiger 1200s targeting the BMW R 1250 GS as the performance benchmark. In the case of this shootout, the Union Jack will have to go up against both the Stars and Stripes and the Unchained Eagle, as the BMW was defeated in our last comparison. While there are five different Tiger 1200 submodels, our Snowdonia White model is the $21,400 GT Pro, the middle offering of the three more street-oriented bikes. For 2022, the Tiger is completely revamped from the ground up with a brand-new engine, an all-new chassis, Showa semi-active suspension, and updated electronics. The GT Pro comes pretty much loaded, with the only real options being heated seats ($225 rider, $200 passenger) and tire pressure monitoring ($250). Road-focused but adventure-capable wheel and tires sizes align the GT with our two other models.

Not only is Utah a photographer’s dream, but it’s an ADV lover’s ultimate playground. (Jeff Allen/)

Location

As they say in the world of real estate, it’s all about location. So we once again found ourselves in southwestern Utah, in the areas around Cedar Breaks National Monument, Bryce Canyon National Park, Esclante, and the Highway 89 corridor framing Panguitch. The region absolutely sings of adventure, thanks to winding ribbons of pavement, a seemingly endless supply of gravel roads, and magnificent scenery. Our group of three test riders included former Cycle World staffer, current contributor, and former FIM World Endurance champion Doug Toland; young buck Evan Allen, the newest CW staffer; and my humble self. As the early July heat was making itself known, we planned our routes over higher terrain, into the pine forests when possible. By day 3, however, we found ourselves exploring the beautiful region between Lake Powell and Boulder, finding it well worth a little extra sweat in the triple-digit heat. Over the course of our testing we recorded around 1,000 miles on the three bikes, at least a quarter of that on dirt.

Engines and Performance

As this test is weighted more toward asphalt than dirt, the outright oomph of the engines powering these bikes is one of the more critical factors in their performance. All three are liquid-cooled and have four valves per cylinder actuated by double overhead cams. Apart from that, they go their own way. The Pan America’s 60-degree Revolution Max 1250 V-twin displaces an actual 1,252cc. The KTM LC8 engine opens up the vee of the cylinder angle to 75 degrees and actually displaces 1,301cc; why it’s called a 1290 we may never know. Triumph’s 1,160cc inline-triple has a T-plane crank, which creates an uneven firing order with 180-270-180-degree intervals between combustion events.

Despite their differences, all these bikes are impressively quick, ripping off near-sportbike-like quarter-mile times even with their size, weight, and blunt, bricklike profiles. The KTM shredded the asphalt to the tune of an 11.22-second, 125.68-mph pass, while the Tiger clawed its way to the lights in 11.32 seconds at 124.30 mph. The Harley was right on their heels with a 11.43-second, 119.90-mph run.

As the defending champ, the Harley-Davidson had a lot to prove. (Jeff Allen/)

The Harley-Davidson received the most polarizing comments from our test riders. Power was not the issue; the Pan America’s Revolution Max engine puts it right into the hunt out of the gate. On our Dynojet 250i dynamometer, the Harley spun the drum to record 127.63 hp at 9,040 rpm, with 78.35 lb.-ft. of peak torque at 4,480 rpm. What was clear, both theoretically and in the real world, is that the engine delivers its peak twist at an extremely useful part of the rev range, aided no doubt by the engine’s use of variable valve timing, recording the best roll-on times of any of the machines here. On the road, that means less time grabbing a quick downshift before blasting past slow-moving sightseers.

However, on the subject of changing gears, it’s worth noting that the Harley lacks a quickshifter. That isn’t a deal breaker, but after three days rotating between machines, its absence was notable when hopping on the H-D. Thankfully, the bike’s cable-operated, drag-assisted clutch works with a very slick-shifting transmission, allowing riders to toe through the gears and keep the engine on the boil.

The Pan America’s engine provides smooth power and strong torque; we’d love to add a quickshifter to our wish list, please. (Jeff Allen/)

And that boiling is our biggest complaint about the Pan America. When it comes to heat management, every tester had a story about the Harley, which was especially uncomfortable on our triple-digit-hot testing days. Simply put, that capable engine dumps a ton of heat on the rider’s legs, the right in particular.

Keeping with tradition has its price; those exhaust headers emit a ton of heat on a hot summer day. (Jeff Allen/)

Still, from a pure performance standpoint, the Harley’s engine is extremely versatile. On the road it provided good performance, with crisp EFI mapping and plentiful bottom-to-midrange torque. On those long gravel roads, the combination of the H-D’s smooth engine, which vibrates and shakes the least of these three, and its well-sorted ride modes and electronics demonstrated why it won last year’s more off-road-oriented test.

The Super Adventure S proves over and over why it has that superlative in its name. (Jeff Allen/)

For years, KTM’s 1290 has proven to be more howitzer than six-shooter in a duel. The Austrian company continues to tweak and refine its LC8 engine. Some changes are required to meet ever-tightening emissions, while others address durability, but all of them are done to ensure that the big 1,301cc twin shells the competition into submission with a one-two punch of torque and power. On the dyno, the Super ADV made 134.08 hp at 9,060 rpm, with 87.51 lb.-ft. of torque coming at 6,820 rpm; both figures are at the top of this heap.

And though those peak numbers scream “look at me,” it’s the manner in which the KTM delivers its power that’s most impressive. While the engine’s torque curve isn’t quite flat enough to pitch a tent on, it stays at or above 80 lb.-ft. from 4,000 to 9,000 rpm. And while the H-D may just nip the KTM on measured roll-ons, the 37-pound-lighter KTM just feels more lively and snappy, easily lofting the front wheel in first, second, or third gears, while the other two bikes require some clutch abuse to accomplish what comes naturally to the Super Adventure.

Although it’s partially hidden by the new twin fuel tanks that straddle it, KTM’s LC8 engine continues to evolve and impress. (Jeff Allen/)

Since no one can prove it, and we’re innocent until proven guilty, we might have had a few impromptu roll-ons that went well past the 80-mph figures we publish in our test data. Let’s just say that when the Triumph hit its speed limiter a bit past 125 mph, the KTM came ripping by with such authority that the poor Tiger seemingly let out a soft mewl. Spicy is the word for the KTM; there is no question who is the performance king in this trio.

Before discussing the electronics in detail, let us stress that with the stock, street-oriented Mitas Terra Force-R tires, we really liked having the KTM’s excellent electronics to back up the skills of our right wrists. On smooth dirt roads with reasonable traction, the Super Adventure makes you feel like Chris Carr at Peoria. On roads topped with ball-bearing gravel, you feel like a poor chimpanzee launched into space in a Mercury rocket, a mere passenger. Top-tier traction control gives you the tools to tame this powerful beast.

Advanced electronics and engine management ensure big power, while meeting strict emissions requirements. (Jeff Allen/)

Comments about the Super A’s drivetrain were all positive; the combination of the PASC clutch, with assist and slipper functions, plus the updated transmission and the excellent quickshifter had everyone beaming. The quickshifter’s timing was spot on throughout most of the engine’s rev range, especially in the top four gears. Our biggest complaints about the Super Adventure’s engine are that it’s a bit buzzy and relays that vibration through the bars, especially as it approaches 8,000 rpm, and that the new side-mounted radiators deliver a bit more heat than wanted, but not as much as the Harley.

Like the competition, the new Tiger 1200 GT Pro is essentially a long-legged, off-road-capable sport-touring bike. (Jeff Allen/)

Predictably, the Harley and KTM twins feel somewhat similar in the manner in which they make power. But look over the dyno charts and the Triumph’s power and torque curves appear almost identical to the KTM’s. Power from the triple is smooth and linear; there isn’t a single dip in the graph from idle to redline, and like the Austrian bike, the Tiger’s torque curve is pretty darn flat from 2,500 to 9,000 rpm. On our dyno, the 1200 produced 127.43 hp at 8,600 rpm, and 83.42 lb.-ft. of peak torque at 6,840 rpm.

Out on the road, the Triumph feels very different compared to the twins. We settled on “sneaky” as the best word to describe the power delivery. Once we found mode settings that we liked, we could really experience the Tiger’s almost electric delivery. Except for a little abruptness off a closed throttle, power is seamlessly delivered across the rev range. The engine never delivers a hit, power just builds in a smooth and refined manner. On asphalt, you could almost argue that it lacks a bit of excitement, except we can’t fault this engine for doing its job so well. Of note, the engine does deliver a bit of vibration through the bars when cruising at 75 to 80 mph.

In the company of V-twins, the Triumph’s T-plane crank, inline-three totally matches up. Smooth, rich torque makes for a great companion on road or off. (Jeff Allen/)

Off the pavement and onto the dirt, and after throwing a few tantrums getting the right mode selected, that smooth power makes for an incredibly predictable companion. With TC off, you can literally dial in the amount of rear-wheel drift you want with the throttle. You want it to step out a few inches? Fine, that’s easy. Want it to step out a few feet? No worries, just twist the grip a bit more. Very predictable. Very fun.

Coming to terms with the Triumph wasn’t all smiley-face emojis, at first. Right off the bat on the morning of day 1, the shifter was absolutely giving me fits. I couldn’t for the life of me get my ADV boot’s toe under the shift lever. The quickshifter also seemed to be malfunctioning. At lunch we busted out some tools and tried to change the angle of the lever by rotating the clamp on the shift-shaft spline, but then the clamp started hitting a frame member. After going back to the stock index, we actually got it to quit binding up and to a point where it vastly improved. This also magically made the quickshifter start functioning properly, though never as precisely as the KTM’s.

Unique to the Triumph in this trio is the Tiger’s virtually maintenance-free shaft final drive. Save the centerstand for flat tires. (Jeff Allen/)

If riding the other two bikes in the summer heat felt at times like sitting on 50-gallon-drum smokers, the Triumph gets high marks for doing a much better job of managing engine temps. As Toland pointed out, placing the exhaust headers and radiator in front of the engine helps to keep heat from finding its way onto the rider much more effectively than the twins.

Over the course of our three days testing, we’ll readily admit that the throttles spent more time wide open than closed, but the fuel economy figures are still respectable. Our averages worked out to 43 mpg on the KTM with its new overdrive sixth gear, 39 mpg on the Harley, and 38 mpg for the Triumph. The KTM has the most fuel capacity, and therefore range, with its tanks holding 6.1 gallons, while the Pan America carries 5.6 gallons and the Triumph 5.3 gallons.

Utah is packed with amazing ribbons of asphalt and traffic is sparse if you get away from the national parks. (Jeff Allen/)

Ride Modes and Electronics

Power is useless if you can’t get it to the ground. All three of these bikes are very difficult to fault in terms of engine performance on the road. But as adventure bikes, they will likely spend at least some time off the asphalt, meaning ride modes are critical. With these systems, ease of accessing and selecting the different modes is nearly as important as their actual performance.

The Pan America includes modes galore: Sport, Road, Rain, Off-road, Off-road Plus, and three additional customizable modes. After day 1, testers discussed a few little aspects of performance that we wanted to improve and proceeded to set up a custom mode for the street that combined softer suspension settings with the most aggressive engine settings. Once dialed, all agreed that we had found the sweet spot. The best thing about the Harley’s mode logic is that the modes can easily be toggled through on the fly, such as when transitioning from asphalt to dirt or vice versa. It’s also the only bike that has a big traction control button allowing riders to simply switch it on or off when stopped without going into a bunch of menus; we let the rear Michelin sling roost more often than not. The preprogrammed modes do a good job of managing the systems, but once we had our custom mode, we pretty much bounced between that and Off-road Plus, which provided smart ABS modes on the dirt while allowing a bit of fun with the throttle.

If you like info, the Pan America’s dash delivers. Almost anything you want to know is right in front of you. Additionally, navigation and menu logic was very intuitive. (Jeff Allen/)

At first glance, the Pan America’s giant 6.8-inch TFT seems to display an overwhelming amount of information, but it is in fact well organized, clear, and thorough. One complaint remains: Even though the font size has been kicked up this year, we still think it’s too small for the generation (mine!) that will be most likely buying. Navigating through the pages of menus is intuitive once you have a few minutes of practice.

If there is a bike in this group that will make riders feel inclined to use its modes, it’s the KTM. The Super Adventure has four modes standard, Sport, Street, Rain, and Offroad, plus the optional Rally. One of the KTM’s best attributes is that the navigation logic of the buttons and menus is instantly intuitive. After exploring for a few minutes we all felt like seasoned pros; it was simple to jump on and off pavement and switch modes quickly. Our Super Adventure S came with the aforementioned Tech Pack, adding the Rally Pack, Quickshifter+, Suspension Pro, Motor Slip Regulation (MSR), Hill Hold Control (HHC), and the Adaptive brake light. In fact, there are so many customizable electronics on the KTM that addressing them all would take a week; basically, riders can tweak almost anything to their liking.

Not only is the Super Adventure’s information-rich dash easy to read, the menus are the easiest to navigate and most logical for choosing parameter changes. (Jeff Allen/)

On the street, Sport mode was intoxicating and fun, but depending on the road surface those suspension settings could be too harsh; a mere few button presses would have the bike dialed in again. Toland really liked to get the KTM up on its nose and typically had the rear preload dialed way up. The combination of the KTM’s power and its street-oriented tires meant that I wasn’t personally willing to push the envelope too far when on dirt and kept some layer of TC active there. This kept things fun without constantly feeling that I was destined for the ditch.

At first glance the Triumph’s dash is stylish and modern, but after a few days fiddling with all three bikes, some definite and maddening drawbacks become obvious. Compared to the other two machines, a great deal of information is hidden behind layers of menus. Why isn’t it possible to see the tripmeter, and some of the most basic bike info, all the time? The Tiger has five modes, Sport, Road, Rain, Off-Road, Off-Road Pro, and the customizable Rider, but took all of us a few days to get used to not just switching the bike’s modes, but then actually locking them in.

If you like visual simplicity, the Tiger’s dash is for you. For us, however, we wish more info was pinned to the main screen, and we really had to come to terms with its menu navigation and selection. (Jeff Allen/)

Getting a mode to “stick” wasn’t always intuitive. This is partly because switching between on-road modes is only possible while moving. That means when pulling off the asphalt and onto the dirt, the bike must be brought to a stop to select an Off-Road mode, which then must be confirmed. At one point, I thought I had selected Off-Road Pro, and then went blasting down a sandy dirt road. The Triumph’s TC was working so hard to keep the rear wheel from spinning that when going through one sandy uphill wash that crossed the road, the bike literally came to a stop and stalled. It was only then that I realized that I had never actually confirmed the Off-Road mode. That was absolutely my fault, but the point remains; the Tiger requires a few extra steps for everything.

By the third day all of us had become accustomed to the labyrinth of menus and found our prefered settings. On the road, we wanted all the aggression the bike could dish out, while off highway, the smooth power delivery invited us to forgo TC and let the rear tire perform smooth drifts.

Chassis and Suspension

Giant dual-purpose machines like these just wouldn’t be the same without semi-active suspension. When these bikes are ridden as intended, riders will change road surfaces on a frequent basis. Having the ability to instantly and drastically transform a bike’s behavior is a luxury unique to ADV bikes. The Harley-Davidson and Triumph are equipped with Showa suspension, while the KTM of course comes with house brand WP. Not only can the rider usually rely on these systems to seamlessly provide near-perfect damping for their unique circumstances, but if the automatic response isn’t quite the right fit, a few button clicks will likely fix it.

Three different marques from a trio of countries. Semi-active suspension is the game changer that has transformed ADV bikes into the versatile machines of today. (Jeff Allen/)

Both the Triumph and H-D systems provide automatic rear preload, while the Pan America takes it a step further with its Adaptive Ride Height, a system that lowers the rear approximately 2 inches when a rider comes to a stop to allow firm footing, then rises back to normal as the bike pulls away again. On the KTM, the optional Suspension Pro automatically adjusts rear preload while also letting riders override it manually.

On the road, the KTM felt totally dialed, with great suspension, chassis, and brakes. (Jeff Allen/)

On road, the KTM felt sporty and controlled without feeling harsh; Evan, a lighter rider, preferred the softened Road settings, while Toland and I liked Sport with some added rear preload. The Harley, as mentioned, felt unusually stiff until we set up a custom mode with Road suspension and Sport engine characteristics. The Tiger’s damping was liked by all, though there was a lot of movement through the stroke both front and rear and not quite as much support as we would have liked under hard braking.

The Harley Pan America was at home in the dirt. The best ADV tires of the group helped provide confidence on roads that gave the other two bikes fits. (Jeff Allen/)

Dirt roads don’t allow deficiencies to hide. The Harley felt really good over smoother surfaces, but the extra weight would often make the bike blow through the travel on harsh G-outs. Overall the Pan America, aided by the most aggressive ADV tires of the group, was very predictable in the dirt. The front end felt planted on corner entry, and the suspension worked well over washboard roads, erosion ruts, and unseen embedded rocks.

The KTM may have almost all the tools it needs to succeed, but the OE tire choice is a total mystery to us. The Mitas rubber fitted has no business on a dirt-bound adventure bike. The sportbike tread pattern provided virtually zero front-end stick on a few of the gravel-covered dirt roads. That lack of grip led to a slow-speed visit to the ditch on our final day. This is an ADV bike, after all, and the suspension and chassis are completely and absolutely up to any off-highway task; it’s a shame the tires let it down.

We fully expected the Tiger 1200 to be a great streetbike, but the Triumph was very good on the dirt as well. (Jeff Allen/)

What felt soft at speed on the road paid dividends on the dirt for the Triumph. Overall, the Tiger has a solid combination of suspension performance, geometry, and tire choice that lands in between the KTM’s and H-D’s level of off-road grip. Again, a more aggressive adventure tire would improve the bike’s off-road manners massively.

Braking performance differences really come down to electronics. From a hardware standpoint, all three machines use radial-mount Brembos of one flavor or another and performance was excellent. All three are also equipped with six-axis IMUs, and therefore have lean-angle-sensitive ABS. Each also has off-road modes that either allow the rear brake’s ABS to be turned off completely or to provide very little in the way of intervention. The fact that there were zero complaints about braking performance means we all found something to our liking for all conditions.

Ergonomics and Rider Comfort

I don’t think any of us would complain about taking any one of these machines on a long multiday road trip at the drop of a hat. But after rotating through them for three days and 800 miles, it was easy to find details we liked and disliked.

The Pan America has the most comfortable seat, and an excellent riding position, but we don’t love the windscreen-adjustment lever. (Jeff Allen/)

All three allow the rider’s seat height to be altered for a comfortable relationship between rear end and footpegs. Of the three seats the KTM’s is the thinnest and therefore firmest, the Harley’s is the softest and most comfortable, and the Tiger splits the difference. All three are well-shaped for aggressive riding on road or off. There were no complaints about handlebar position; all of them have quick adjusters for brake- and clutch-lever span. Each bike’s footpegs have rubber inserts, providing better comfort for everyday riding, but these can be easily removed for better boot-to-peg grip if it’s muddy or wet. And we’ve already mentioned our issues with the Tiger’s shift lever.

The KTM’s seat feels thin and firm, but the riding position is great on road or off, while the windscreen provides good protection and is easy to adjust. (Jeff Allen/)

On adventure bikes, wind protection is a big deal. On long highway stints, getting out of the airflow, or the rain, can be the difference between bliss and misery. All three of these bikes’ windscreens provide excellent protection and are adjustable to allow you to lower them for better off-road visibility or to raise them when you want to get behind the bubble. However, the Triumph’s pull/push mechanism was easily the best on-the-fly, followed by KTM’s giant dials, leaving the Harley’s awkward pivot lever in last place. Each bike comes with a centerstand, useful for chain maintenance on the Pan America and KTM, but something you won’t ever have to worry about with Triumph’s shaft drive. All will come in handy in the instance of flat tires.

We really like the Triumph’s windscreen and especially its adjuster. A comfortable riding position and nice seat, make long days a no-brainer. (Jeff Allen/)

Conclusion

This wasn’t meant to be the hardcore be-all, end-all knobby-tire dirtapalooza. Two of the machines are the more street-oriented models in their respective families, while the Pan America is truly the black sheep of its brand’s family. It’s true we rode a lot of dirt to confirm what these bikes can or cannot do, but the intention was always to keep the focus weighted more toward asphalt without losing sight of what an ADV should be.

Three spectacular adventure bikes in some of the finest scenery the world has to offer. (Jeff Allen/)

Only after days of riding, hours of performance testing, painstaking dyno runs, exacting weights and measurements, candid roadside discussions, and combing through everyone’s thorough notes, did we finally arrive at our verdicts.

The defending champion Harley-Davidson Pan America continues to impress on many levels. On the street it’s competent, fun, and totally comfortable. All riders enjoyed clicking through its slick gearbox on a winding backroad, riding it like a jumbo supermoto. Off the highway its superior tires, well-sorted suspension, and smooth power delivery definitely impressed. However, the Pan America had a few things working against it in this crowd: Its higher weight was apparent in more than one situation, making it feel less lively and requiring more effort at the bars to get turned, both on and off-road. “The Harley-Davidson needs much improved heat management for the rider,” Toland said. “Additionally, cooler-running engine temperatures, an easier-to-read meter display, slightly more intuitive electronics programming, and I’d love a quickshifter. Those would pull it up even with the competition.”

Allen added: “I enjoyed my time on the Pan America and loved the beautiful exhaust notes the Milwaukee monster produces, however, when jumping from one bike to the next I found myself a bit disappointed with its outright performance compared to the 1290 S and Tiger 1200.”

But make no mistake: The Pan America came out swinging and is here to stay. It must be considered by anyone shopping for an ADV bike.

Harley-Davidson’s Pan America is the real deal, and here to stay. (Jeff Allen/)

If there’s a most-improved award, the Tiger 1200 takes it. Since Triumph started making its open-class ADV models ages ago, its bikes have always come up a bit short of the class leaders. But by benchmarking the BMW GS, the OG of ADV, as its performance target, Triumph has dragged the Tiger onto an entirely new playing field. Not only is the Tiger 1200 a fantastic streetbike, something we never doubted it could be, but it has improved its off-road chops dramatically. And remember we’re talking about the GT version, not one of the two Rally models. The inline-three, with its uneven firing order, is a great engine in an adventure bike. Off the highway it delivers smooth power that’s both fun and predictable, while on the street its massive torque plateau means almost any gear is the right gear. Our biggest complaints are centered around the navigation of menus and selection of modes on the display, plus the few quirks we had with shifting.

“The display on the Triumph felt a little bit lackluster and difficult to navigate compared to the KTM and Harley-Davidson,” Allen said. “Although I found the Triumph unit to be generally prettier than the Pan America’s display, the Triumph caused me to constantly second-guess if I had chosen the right map or hit the right button.” Not deal breakers by themselves, but in this group the competition is stiff.

Toland added: “The Triumph isn’t the best at anything, but is an excellent all-arounder that needs better attention to detail in terms of chassis settings, an improved meter display, better mode-settings accessibility, less engine vibration, and passenger pegs and a luggage rack that are more tucked in to not interfere with the riders legs.”

Never has the Triumph Tiger been better than this new model. The GT Pro is well balanced on and off-road. (Jeff Allen/)

Sometimes brute force is the most prudent path to victory. Once again, KTM and its big 1,301cc twin have used that formula to great effect. When the Austrian off-road powerhouse throws the prefix “super” on anything, pay attention.

Like the naked 1290 Super Duke R, the Super Adventure S rolls in like The Closer. It emphatically gets the job done. On the road, the 1290 makes the other two bikes seem almost tame. On paper the KTM’s power and torque figures may not seem that far beyond the other two, but don’t forget it weighs almost 40 pounds less when fully fueled—while hauling an extra half gallon over the others—and that pays huge dividends. While performance testing, the KTM’s limiter didn’t kick in until around 155 mph. Remember, this is an adventure bike. “The 1,301cc V-twin engine was by far the liveliest and most exciting of the three,” Allen said. “Producing one-of-a-kind, arm-tugging characteristics. The KTM engine offers a visceral experience that alone could be a selling point on the showroom floor.”

More realistically, it’s a sportbike in rally clothing. When it came to off-road performance, it was brilliant at times. But all test riders hated the KTM’s tires when off-road, though they were good on the street. The group lost count of the times the amazing electronics saved us from near catastrophe; at least the one time the situation was unsavable, the damage was only minor.

KTM’s Super Adventure S is a monster on the road, has amazing electronics, a killer chassis, and despite less than ideal tires, still was at the top of everyone’s list. (Jeff Allen/)

The competition actually got lucky. If the KTM had been equipped with a 50/50 tire, like the Continental TKC 70 or Dunlop Trailmax Mission, this test would have bordered on a blowout. In fact, Toland only listed a few items he would change on the bike: “I’d change the seat and the tires for a better on/off-road balance and be good to go.”

When you add it all up, the KTM has the least expensive as-tested price, the most powerful engine, produced the best performance figures in most of our measured testing, is the lightest bike with excellent electronics and the best rider interface. Look at it like that and all agree: The KTM 1290 Super Adventure S is this year’s class champion.

Utah is the ultimate ADV amusement park. (Jeff Allen/)

2022 Harley-Davidson Pan America 1250 Special (G.I. Enthusiast Collection)

MSRP:	$22,623 (as tested)
Engine:	DOHC, liquid-cooled, 60-degree V-twin; 4 valves/cyl.
Displacement:	1,252cc
Bore x Stroke:	105.0 x 72.3mm
Compression Ratio:	13.0:1
Transmission/Final Drive:	6-speed/chain
Fuel System:	Electronic Sequential Port Fuel Injection (ESPFI)
Clutch:	Wet, multiplate slipper/assist; cable actuation
Engine Management/Ignition:	Electronic
Frame:	Stressed-member alloy steel trellis; forged aluminum mid-structure
Front Suspension:	47mm inverted fork, electronically adjustable semi-active damping, optional Adjustable Ride Height; 7.5 in. travel
Rear Suspension:	Piggyback monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.5 in. travel
Front Brake:	4-piston Brembo Monoblock calipers, 320mm discs w/ ABS
Rear Brake:	1-piston Brembo caliper, 280mm disc w/ ABS
Wheels, Front/Rear:	Anodized aluminum laced tubeless; 19 x 3 in. / 17 x 4.5 in.
Tires, Front/Rear:	Michelin Scorcher Adventure Radial; 120/70R-19 / 170/60R-17
Rake/Trail:	25.0°/4.3 in.
Wheelbase:	62.2 in.
Ground Clearance:	8.3 in.
Seat Height:	31.1 in./32.1 in.
Fuel Capacity:	5.6 gal.
Cycle World Recorded Average MPG:	39.0 mpg
Cycle World Measured Wet Weight:	577 lb.
Contact:	harley-davidson.com

Performance Numbers

CW Measured Performance

Horsepower:	127.63 hp @ 9,040 rpm
Torque:	78.35 lb.-ft. @ 4,480 rpm
Quarter-Mile:	11.43 sec. @ 119.90 mph
0–30:	1.58 sec.
0–60:	3.35 sec.
0–100:	7.23 sec.
Top-Gear Roll-On, 40–60 mph:	2.81 sec.
Top-Gear Roll-On, 60–80 mph:	2.91 sec.
Braking, 30–0:	129.39 ft.
Braking, 60–0:	32.82 ft.

The Pan America has Brembo radial-mount calipers and twin 320mm discs aided by lean-sensitive ABS up front. (Jeff Allen/)
The Harley’s semi-active suspension is from Showa. (Jeff Allen/)

2022 KTM 1290 Super Adventure S

MSRP:	$20,469 (as tested)
Engine:	DOHC, liquid-cooled, 75-degree V-twin; 4 valves/cyl.
Displacement:	1,301cc
Bore x Stroke:	108.0 x 71.0mm
Compression Ratio:	13.1:1
Transmission/Final Drive:	6-speed/chain
Fuel System:	Electronic fuel injection
Clutch:	PASC slipper; hydraulic actuation
Engine Management/Ignition:	Keihin EMS w/ RBW, cruise control, double ignition
Frame:	Chrome molybdenum steel trellis
Front Suspension:	48mm WP electronically adjustable semi-active damping; 7.9 in. travel
Rear Suspension:	Piggyback WP monoshock, electronically adjustable semi-active compression and rebound damping, automatic electronic preload, optional Adjustable Ride Height; 7.9 in. travel
Front Brake:	4-piston Brembo Monoblock calipers, 320mm discs w/ ABS
Rear Brake:	2-piston Brembo caliper, 267mm disc w/ ABS
Wheels, Front/Rear:	Cast aluminum
Tires, Front/Rear:	120/70-19 / 170/60-17
Rake/Trail:	24.7°/ N/A
Wheelbase:	61.3 in.
Ground Clearance:	8.8 in.
Seat Height:	33.4 in./34.3 in.
Fuel Capacity:	6.1 gal.
Cycle World Recorded Average MPG:	43.2 mpg
Cycle World Measured Wet Weight:	540 lb.
Contact:	ktm.com

Performance Numbers

CW Measured Performance

Horsepower:	134.08 hp @ 9,060 rpm
Torque:	87.51 lb.-ft. @ 6,820 rpm
Quarter-Mile:	11.22 sec. @ 125.68 mph
0–30:	1.58 sec.
0–60:	3.28 sec.
0–100:	6.56 sec.
Top-Gear Roll-On, 40–60 mph:	2.96 sec.
Top-Gear Roll-On, 60–80 mph:	2.92 sec.
Braking, 30–0:	127.78 ft.
Braking, 60–0:	33.90 ft.

Radial-mount Brembos with 320mm discs here too, aided by lean-sensitive ABS. (Jeff Allen/)
Unlike the other two, KTM’s semi-active suspension is from house brand WP. (Jeff Allen/)

2022 Triumph Tiger 1200 GT Pro Specifications

MSRP:	$21,400 (as tested)
Engine:	DOHC, liquid-cooled inline 3-cylinder; 4 valves/cyl.
Displacement:	1,160cc
Bore x Stroke:	90.0 x 60.7mm
Compression Ratio:	13.2:1
Transmission/Final Drive:	6-speed/shaft
Fuel System:	Multipoint sequential electronic fuel injection w/ electronic throttle control
Clutch:	Wet, multiplate slipper/assist; hydraulic actuation
Engine Management/Ignition:	Electronic
Frame:	Tubular steel frame, aluminum subframe
Front Suspension:	Showa 49mm USD fork, semi-active damping; 7.9 in. travel
Rear Suspension:	Showa monoshock, semi-active damping, automatic electronic preload adjustment; 7.9 in. travel
Front Brake:	Brembo M4.30 Stylema Monoblock radial calipers, dual 320mm floating discs w/ OC-ABS
Rear Brake:	Brembo 1-piston caliper, 282mm disc w/ OC-ABS
Wheels, Front/Rear:	Cast aluminum; 19 x 3.0 in. / 18 x 4.25 in.
Tires, Front/Rear:	Metzeler Tourance; 120/70R-19 / 150/70R-18
Rake/Trail:	24.1°/4.7 in.
Wheelbase:	61.4 in.
Ground Clearance:	N/A
Seat Height:	33.5 in./34.5 in.
Fuel Capacity:	5.3 gal.
Cycle World Recorded Average MPG:	38.5 mpg
Cycle World Measured Wet Weight:	543 lb.
Contact:	triumphmotorcycles.com

Performance Numbers

CW Measured Performance

Horsepower:	127.43 hp @ 8,600 rpm
Torque:	83.42 lb.-ft. @ 6,840 rpm
Quarter-Mile:	11.32 sec. @ 124.30 mph
0–30:	1.62 sec.
0–60:	3.42 sec.
0–100:	6.84 sec.
Top-Gear Roll-On, 40–60 mph:	3.08 sec.
Top-Gear Roll-On, 60–80 mph:	3.28 sec.
Braking, 30–0:	125.55 ft.
Braking, 60–0:	31.10 ft.

Three’s a charm. Another set of radial-mount Brembos with 320mm discs, also managed by advanced lean-sensitive ABS. (Jeff Allen/)
Like the Harley, the Tiger uses Showa semi-active suspension front and rear. (Jeff Allen/)

Evan’s Gearbox:

Helmet: Shoei Hornet X2

Jacket: Klim Badlands Pro

Pant: Klim Badlands Pro

Gloves: Klim Badlands Aero Pro Short

Boots: Alpinestars Corozal ADV Drystar Oiled

Doug’s Gearbox:

Helmet: Arai XD4

Jacket: Rev’It Dominator 3 GTX

Pant: Rev’It Dominator 3 GTX

Gloves: *Doug wore his own gloves from a different manufacturer. But they look a lot like the Rev’It Hawk

Boots: Revit Everest GTX

Blake’s Gearbox:

Helmet: Arai XD4

Jacket: Alpinestars Ketchum Gore-Tex

Pant: Alpinestars Halo Drystar

Gloves: Alpinestars Mega Watt

Boots: Alpinestars Tech 7 Enduro

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