Power is abundant on both bikes, and it should be noted that for most riding, especially off-road, traction control is kept exceptionally busy. But give the tires grip and the KTM destroys the BMW, making it seem as if the GS were caught between gears every time. And maybe that is the story of the powerplants: The BMW has three gears for every situation. The KTM has the right gear (both have appreciably wide-ratio six-speed transmissions). The GS pulls from 2,000 rpm with authority, wanting a shift at 7,000 and taking its time getting there when compared to the KTM. That said, the new GS is a revvy rocket compared to the last air/oil-cooled GS. And, in that change, the BMW has lost its off-idle, flywheel-augmented torque (despite the Adventure’s 2.1-pound-heavier flywheel as compared to the one on the standard GS). Combine this with a slightly vague clutch feel, and the bike is easy to stall in slower-than-first-gear technical off-road riding. The KTM doesn’t pull until 3,000 rpm but goes way higher, way faster. KTM has also really improved clutch feel and engagement on the 1190 versus previous models. No stalling here.