KTM 1190 Adventure 2013        

Rider Weight in Kilograms:

Ideal Fork Rate: kg/mm

Ideal Shock Rate: kg/mm


4 Stroke Engine 1190 cc

WP Reservoir Removal Tool - 2 Pin Type

WP Reservoir Removal Tool - 2 Pin Type



Bushing Driver Set

Bushing Driver Set



Chris Birch testing his new Teknik suspension

KTM had some issues with the 1190 Adventure's rear. The dyno shows lumps and bumps where there shouldn't be, and it got a name early on for the rear guard being broken by the tyre. The KTM fix was a revision kit, R15019-00, with a stiffer 180N spring and a longer bumper. This made some people happy but not all. Rider feedback was a soft feel, especially in the rear while some riders called it harsh. Well, they are both right. We think it's largely under damped, which is causing the soft feel as well as the harshness.
While we have been working with 1190's for a few years, testing the suspension with Chris Birch and settings on the dyno has enabled us to hone in on the weak points and get the 1190 working, and we offer a complete answer for the 1190R. This is comparable in performance to the Touratech rear shock and fork cartridge kit.

Forks. Stock WP Forks Revalved & Serviced.
Shock. Stock WP PDS Shock Revalved & Serviced.

Ride In & Ride Out $935 (Plus Seals and consumables if needed)

Suspension only $880 (Plus Seals and consumables if needed)

We do not change the stock fork springs and shock springs for most applications as the stock 5.6N fork springs and 180N shock spring are suitable for a 80-100Kg rider. The stock suspension is under damped, in our opinion, that's the problem, not springs.  Every fork and shock is tested on our suspension dyno to ensure it meets our standards.

The forks are the WP 48mm SPLIT as found on the KTM 690 from 2012 on.
Chris Birch has ridden on one of our settings and offered comments, with only the rebound on the fork needing more work. He was very happy with every other aspect. Another 6 valving changes later we have a new setting to test. We are always testing to find new standards in suspension performance.

Above is a screenshot of 1190R fork dyno testing. The yellow is the stock fork setting, red is rebound on 6 clicks out, blue is that setting at 12 out on rebound, and olive green is the new setting. Note what happens to low speed rebound when the adjuster is moved softer, a lot of low speed rebound is lost. Chris needed to reduce high speed rebound only, but the clicker does both.
The stock rear shock does not have a secondary piston, like a conventional PDS. It's more like a KTM 85 in bore and shaft size. Yes, you read that correctly.
Our shock modifications give major changes. It's especially important as the rear guard can break under heavy bottoming. The rebound curve comes in for rework, the two main issues circled. Stock in green, our setting in blue.

This is the "updated" bumper to stop the rear wheel hitting the guard. Leaves the shock with 28mm of travel before hitting the bumper, then 54mm of travel in the bumper. So we use the bumper as a ride height control? No. We finish the R&D the factory skipped.

Pressure balance the shock, hit some real world dampening targets and let 1190 riders have fun with confidence.
  • WP PDS Shock Revalve & Service. As you can see from the dyno graph, the stock shock gets a huge kick when anything other than the tiniest bump gets the rubber bumpstop doing most of the damping. With our valving though, you get a stable linear predictable setup that will also make sure you don't snap a rear guard.

48mm OD

WP Open Chamber (USD) 48mm OD

46mm ID - PDS

WP 46mm ID - PDS

150 psi

Nitrogen Pressure 150 psi

2.5 Weight

Shock Oil 2.5 Weight