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Old 01-15-2014, 07:30 PM   #1
Konflict Motorsports OP
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KTM 1190 R Fork Internals

This is our seventh set (with 2 more due in Friday) of KTM 1190 R suspension in the shop and wanted to share a photo of the internals with you all.
We were fortunate enough to have our hands on the first 1190 R in the country, even before KTM USA had one which allowed us to develop our settings, and order in the needed custom springs and seals.
These forks are very different than the previous models, and share a lot of similarities with another fork produced by WP for another manufacture.
Here's a photo of the rebound fork internals, will share more as we progress.










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Old 01-15-2014, 08:55 PM   #2
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Awesome thanks for sharing.
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Old 01-15-2014, 11:27 PM   #3
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Here's a shot of the 1190 R shock piston, pretty similar to other single piston WP units of the past.



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Old 01-16-2014, 03:10 PM   #4
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Thanks for posting this, it's interesting. Seems like more/smaller orofices on the valve.
(first picture of my 950 forks I could find)
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Old 01-16-2014, 03:16 PM   #5
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what springs are stock on the 1190 R? I ended up with .64's on my 990 and they worked perfectly after a revavle. The 1190 is a lot closer right out of the box but I am still going to have to go a bit stiffer. will I have enough rebound damping if I go one step stiffer or will I need a revavle? sorry for all the questions, but you obviously know more about it than I do. Thanks
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Old 01-16-2014, 04:02 PM   #6
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The stock spring rate on the 1190 R US version is .55NM which is a large improvement over the 950-990 Adventure lineup which came stock with .48kg fork springs.
They are still on the soft side and can benefit from having the proper spring rate installed. As for the valving, the new 4850 MXTA SPLIT fork design is a completely new design than any previous KTM model.
Both compression and rebound damping circuits are extremely sensitive with this new design, therefore any increase in spring rates should be followed by valving modifications.
We are working on putting something together showcasing the differences between the forks off the 950-990's and the current 1190's. This should be done sometime in the near future when we get a chance to break away from the current workload.
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Old 01-17-2014, 09:11 AM   #7
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If you get a chance, can you remove the Compression and Rebound adjuster thumb wheels on the fork caps and see if it uses a similar interface as the WP forks fitted to the 690E? Should be a small hex, not sure of dimension. Local KTM shop will not let me un-screw one off of a new bike to take a look......
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Old 01-17-2014, 09:13 AM   #8
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Is that a top out spring on the damping rod shaft?
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Old 01-17-2014, 09:44 AM   #9
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Quote:
Originally Posted by Konflict Motorsports View Post
The stock spring rate on the 1190 R US version is .55NM which is a large improvement over the 950-990 Adventure lineup which came stock with .48kg fork springs.
They are still on the soft side and can benefit from having the proper spring rate installed. As for the valving, the new 4850 MXTA SPLIT fork design is a completely new design than any previous KTM model.
Both compression and rebound damping circuits are extremely sensitive with this new design, therefore any increase in spring rates should be followed by valving modifications.
We are working on putting something together showcasing the differences between the forks off the 950-990's and the current 1190's. This should be done sometime in the near future when we get a chance to break away from the current workload.

why do you think they went back to this type of design? didn't they try the same thing in the 90's with the marzzochi (sp?) forks?
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Old 01-17-2014, 06:09 PM   #10
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Hi,

do you think the travel on that forks could be easily increased with some kind of kit?

or they already come "limited" for the 220mm stock travel?

a 1190 R would be perfect with the same travel as my former 950ADV S at 265mm travel on both front and rear…..

thanks
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Old 01-17-2014, 11:42 PM   #11
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Quote:
Originally Posted by Head2Wind View Post
If you get a chance, can you remove the Compression and Rebound adjuster thumb wheels on the fork caps and see if it uses a similar interface as the WP forks fitted to the 690E? Should be a small hex, not sure of dimension. Local KTM shop will not let me un-screw one off of a new bike to take a look......
Ken,
It is the same as the 690.
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Old 01-17-2014, 11:49 PM   #12
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Quote:
Originally Posted by Black Hills View Post
why do you think they went back to this type of design? didn't they try the same thing in the 90's with the marzzochi (sp?) forks?
Blackhills,

A lot of the manufactures (WP-KTM & BMW, KYB-Honda, Kawasaki-Kayaba, Beta-Sachs) have all come out with new fork designs. Ultimately production cost has come into play as well as weight savings and performance. Suspension technology has seen a huge improvement in design within the last 2 years. Its amazing what they are coming out with factory now, items factory bikes were running within the last 3 years.
This is the next step in improving the bikes.
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Old 01-17-2014, 11:52 PM   #13
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Alafaris,

The long travel 1190 kit is currently being tested at this time, I will release more info as that develops into the final R&D stages.
We are currently sourcing a few new materiel's to utilize for better performance.
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Old 01-18-2014, 04:03 AM   #14
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Laugh

Quote:
Originally Posted by Konflict Motorsports View Post
Alafaris,
The long travel 1190 kit is currently being tested at this time, I will release more info as that develops into the final R&D stages.
We are currently sourcing a few new materiel's to utilize for better performance.

Konflict Motorsports,

Thank you very much. I am glad someone is taking care of an issue that is an important concern for some KTM ADV riders as me.

How long do you think you will arrive on travel : 250mm? 265mm?

265 will be perfect as on my former 950ADV s

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Old 01-18-2014, 10:12 AM   #15
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Quote:
Originally Posted by Konflict Motorsports View Post
Both compression and rebound damping circuits are extremely sensitive with this new design, therefore any increase in spring rates should be followed by valving modifications.
If a increased spring rate matches the load better, wouldn't the standard damping be greatly improved by virtue of it having to do less work to control suspension movement?

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