Why the WRR is a Better ADVTOURING bike than your Old KTM

Had a '13 350EXC-F and 990 Adventure
I like long distance multi-terrain adventure riding.
Bought WRR as a beater.
For myself, and a few prominent adventure touring riders, the WRR surprised by opening new possibilities.
Here's a few of the reasons I feel this way. If you have similar experiences or views from our side of the aisle (pro WRR), PLEASE share them here.

• Realized 990 was a pig, drank too much gas, was unwieldy in technical stretches of deep sand
  

• Realized 990 weighed 196lbs more (see note "A"), and a whopping 208lbs more (see Note "B") when equipped with 10.5 gal Safari tanks  compared to a WR with 4.7 IMS tank (wet weight comparisons)
  

Note "A">Stock WRR wet weight 295lbs vs Stock 990 wet weight 491lbs (dry weight 461)---Note "B"> WRR with 4.7 gal IMS tank approx 313lbs vs 990 with extra 5 gallons in Safari tanks approx 521 lbs

• The above complaint is self explanatory from a ridability standpoint... now imagine wrangling that weight during a trail side tire repair, or worse, picking up the bike from an off camber (wheels high) dirt nap... One of the funniest videos I ever saw was of a guy trying to do just this
  

• When the 990 does need servicing, bring a bigger credit card, more tools, and forget about trail side ease... can be done, but not as fun, and more $$$
  

• Discovered the 350 was prone to overheating on long ascents when loaded out for adventure touring
  

• Fact is, the KTM 350 can't keep up in another vital department (if you like more riding vs frequent wrenching)... "Orange-crowd" can protest this all they want, but any bike engineered to wring race-ready numbers from a single cylinder, will self destruct if neglected. An experienced KTM mechanic laughed when he reflected on how much money KTM owners flush down the drain trying to sidestep KTM suggested maintenance schedules. It eventually comes to haunt them, when they pretend their bike is as low maintenance as a more sedate "dual-sport" engineered counterpart.
  

• WRR stator output trounces the 350... Pretty important for anyone who plans on using heated garments, without having to push start their bike after a long chilly ride
  

• KTM 350 has an aluminum subframe, barely strong enough to support an exhaust and the rider laden seat without cracking
  

I liked all the above bikes, but quickly realized the WRR was my go to bike for long distance touring geared towards fewer hassles, and decided when I want to have race ready performance, I'll get another bike, (maybe orange maybe not) without plates.

Yep, a dual-sport that can do adventure beats a big bloated pig when it comes to single track trails and two-tracks, and even a lot of FS roads. Only above 60 miles per hour for some hours, with a big load on, does the "adventure bike" have any real advantage. Might as well look at the faux adventure machine, the Honda NC700X at that point. At least it has great fuel economy and is easier to ride if you are not of long inseam, with its low center of gravity.

Then, there are the "plated dirt bikes" which seem too be too tall for many more people yet, with crappy little slivers of seats. And yes, they seem to require more maintenance. I sure understand why some people would be drawn to that though I think the WRR has a pretty good balance of performance as long as you farkle a bit and learn to ride it as an RPM machine rather than a torque lugger.

I'd sure like to see someone do something like the WRR and keep it reasonably light too, in the 400-650cc range, with a wide-range gearbox and aimed at adventuring and dual-sporting and better fuel economy for highway speeds. I sure don't think the world needs more adventure bikes of the larger displacement! And there are already plenty of plated dirt bikes around in that range for those who value what they have to offer...

greenboy wrote:

....

I'd sure like to see someone do something like the WRR and keep it reasonably light too, in the 400-650cc range, with a wide-range gearbox and aimed at adventuring and dual-sporting and better fuel economy for highway speeds....

That would be good.
I think they (Yamaha) incorrectly figured the DRZ400 filled that role. A WR400R would be better than the DR if it retained the current WRR refinements, but only if they could keep it under 300 lbs like you said.

As it sits (the WR250R) it will cruise at or near 75 even with a bulky load. More like 65mph with a little throttle left at 8,000 plus elevation. Slower climbing hills of course. The few times it struggles, are easily forgiven when it comes crunch time, packed with camping gear on harrowing trails. My goal was to plan for the worst riding conditions, and accept any limitations that came with the trade-off. Do I miss being able to hit 90mph in a flash passing a half dozen slow cars on a slight grade? Yes. Is that memory better than the destinations I lose in the trade? Not for me... not for me.

I run into guys on 650-800cc cycles just doing day rides -- with panniers and top boxes on -- who are struggling in conditions that are fun on my XT225 or WR250R with its Pelican case. And they are more experienced riders. But evidently they think it has to be classified as an "adventure bike" to go more than 60 miles on non-paved road where you might see some snow or slick greasy puddles on either side of the vegetation/hidden rocks strip ; }

for these specific reasons I miss my 08 WRR with the 5 gallon ims tank. After it was stolen, I got a 79 cx500 and a 07 RSVR but nothing can replace the WRR. The only bike for true adventure riding.

Yea, but that CX500 is a very cool ride.
Hate hearing about your boosted bike though. Total bummer man.

Ziabeam wrote:

Yea, but that CX500 is a very cool ride.
Hate hearing about your boosted bike though. Total bummer man.

The CX500 is special, indeed. I does take my time on keep it running :-) The cx500 forum is very helpful and active. This helps.