DUAL-SPORT/ADVENTURE BIKE IMPRESSION: KTM 390 ENDURO R & 390 ADVENTURE R

[MotoFactory]

In the world of bigger, badder, faster, we may have reached critical mass in the adventure bike world. 1190, 1290, 1390—how big do we need to go? Perhaps we now have the answer since KTM has now fixed its attention on its smallest offering, the 390 Adventure. This is a model that, by KTM’s own admission, was long overdue for a complete overhaul, and that’s exactly what the doctor ordered for the 2025 KTM 390 Adventure R and Enduro R. While its predecessor shared a platform with the Duke and was essentially a street bike platform dressed in adventure wears, the 2025 KTM 390 platform features a clean slate, an all-new chassis and a revised LC4c engine from which KTM has already revealed an entire range of options.

THE PLAYERS

The updated 399cc single powers four different models including the two main players, the 390 Adventure R and 390 Enduro R. It was this duo that we were invited to test ride at the company’s official press launch of the all-new platform in Mammoth Lakes, California.

Both the Adventure R and the Enduro R ride on 18-/21-inch spoked wheels and are powered by the same 44-horsepower six-speed engine. A two-piece steel trellis frame and WP long-travel suspension share componentry (different internal settings) while the rest of the chassis trims hold the main distinctions between the two.

The KTM 390 Adventure R features a “true rally-inspired design” with an instrument tower, 5-inch TFT display and windscreen. The Adventure R has a generous 14-liter (3.69-gallon) fuel tank; slightly lower, wider seat; and a full electronics suite featuring a three-axis IMU and rider aids such as cornering ABS and traction control. Think of it as receiving all the same goodies as its larger siblings in the KTM Adventure family, all of which add up to it receiving the prestigious “R” badging.

In all likelihood, the 390 Enduro R is the model KTM came up with because they just couldn’t help themselves. “Let’s see what this thing can really do off-road” was probably the idea that sparked its development. It’s exactly where our line of thinking would lead as well and why the Enduro R captured our attention.

That brings us to the question, “Why wouldn’t you just buy an EXC if you were looking for an orange, midsize, single-cylinder dual-sport?” Well, the 390 Enduro R is less than half the price for starters. At $5499 compared to $12,649 for the 350EXC-F, the 390 Enduro R brings dual-sport accessibility back down to earth. It may not offer as much performance as an EXC, but we don’t hesitate to say it offers more than half. There’s also the matter of where they each land on the dirt/street spectrum. For riders looking for 90 percent dirt and 10 percent street, get yourself an EXC. If you’re closer to the 50/50 or even 60/40 mark, take a look at the 390 Enduro R. And going back to the 390 Adventure R, it probably comes in around the 30/70 range. There’s now something for a wider range of riders and a wider range of budgets.

Let’s also address the Asian elephant in the room, because this cost difference can also be traced back to each bike’s assembly line. The EXC models are built in Austria; the new 390 models are produced in India. Yes, these are Bajaj-built bikes. And maybe we don’t need to tiptoe around that fact if we consider the possibility that that’s not necessarily a bad thing.

Think of the 390 Enduro R as a smaller version of the venerable 690 Enduro R.

SADDLE UP!

From the moment you’re in the saddle, it’s obvious this is an all-new chassis. The previous 390 Adventure had a painfully awkward stand-over position, but the comfortable ergonomics, slim fit between the knees and the streamlined cockpit are an immediate improvement. Fit and finish at every turn are impressive and well thought out.

The Adventure R features the full rally-style front end with the windscreen and a 5-inch TFT display. The Adventure R is the only model of the group that comes equipped with the IMU and advanced cornering technology. This is also part of why it checks in at over $1000 over the rest of the group. However, if you want the option with all the extras, this is it. Adjustable suspension, larger front brake, generous fuel tank, full-size windscreen, and electronics that include three ride modes—Street, Off-Road and Rain—then it’s all there. What’s also there is an added 25 pounds over the Enduro R.

The Enduro R is what you would call streamlined compared to the Adventure R. It’s not a stripped-down version and doesn’t look like it’s simply missing parts. Rather, it has its own 4.2-inch TFT screen and its own distinct look. Well, maybe not completely distinct, since it looks very much like a small 690 Enduro R. It might not be a full-fledged adventure bike, and perhaps it’s not a true dual-sport, either. Naked adventure—is that a thing?

The Enduro R doesn’t have the fancy electronics suite, but KTM figured this more dirt-oriented rider would typically opt to go without them anyway. And they’re not wrong. It does still feature two different ride modes (Street and Off-Road) and adjustable levels of traction control and ABS.

On the Enduro R, you can shut it all off. On the Adventure R you can shut off TC, but you cannot fully disengage front ABS. Not a bad decision since the Adventure R is noticeably heavier. Fortunately, the Off-Road ABS isn’t overly intrusive.

KTM relied on the North America R&D crew to dial in electronics settings on the 390s, and the goal was to come up with rider aids that even experienced off-roaders would opt to leave on.

The 390 Enduro R offers a much different view from the cockpit—no windscreen and a slim 4.2-inch TFT with only basic ABS and TC.

KTM 390 ENDURO R

Press photos of the all-new KTM 390 Enduro R in a 12 o’clock wheelie and being hurled skyward in moto-style jumps set an odd sense of expectation for this little dual-sport. The Enduro R was first up on our Mammoth Mountain adventure, and it came as little surprise that our group headed straight for singletrack trail.

The torquey, 399cc LC4c single performs exactly as described by KTM reps: roll-on power is modest, but these bikes like to be revved. Mid to high is where you’ll find the bulk of its 44 ponies, so don’t be afraid to twist it. The way it produces power immediately is reminiscent of a 250F motocross bike. You need to work the gears and the clutch to keep it in the power, so go ahead and do exactly that. Prior experience has warned us against abusing the clutch on a price-point dual-sport, but KTM says go ahead and give it the beans. Clutch it all you want, pound whoops all you want, because while the 390 Enduro R might be aimed at novice-level riders, it was built to withstand some abuse. 

Some hill-climbs and deep whoops in our first few miles provided a useful sample of its capabilities. We discovered that the low gears are quite tall, and you need to let it stretch its legs before shifting, and you’ll find the limits of the rear suspension much sooner than the front.

You obviously won’t find peak performance on a $5499 model, but the WP Apex 43mm does a very good job of keeping the front end planted and tracking, even in the big hits. It is adjustable with easy tool-free clicker knobs on each fork cap. The PDS-style shock attaches directly to the swingarm and lacks the more progressive feel that linkage provides over the bigger hits. You’ll find the bottom of the shock pretty easily, whereas the fork is surprisingly capable.

The entire chassis remained planted and composed throughout our day, and even sending a little too hard into whoops, sliding through snow patches or rocky patches on high-speed roads never got it unsettled. The 50/50 Metzeler Karoo 4 tires were a big part of what was working so well in the dirt as well as on road. Even sand was surprisingly manageable, although not ideal. The only sketchy moments came from hard braking on downhills, usually an error in rider judgment. The Enduro R gets grooving on the trail so nicely that it’s easy to forget you’re on a 360-pound dual-sport, not a 230-pound trail bike. Give yourself a little time to plan and react, and you’ll be fine.

We even spent a minute on part of the Mammoth Motocross track as part of a rare opportunity, courtesy of Casey McCoy. Can you jump tables and rail berms on a KTM 390 Enduro R? Yes. Should you? Well, that’s a different question. The point is that the little Enduro R has some very sporty DNA, and the overall package in its capability and affordability is downright impressive.

The 390 Adventure R features a 5-inch TFT display and an IMU-based suite of rider aids.

KTM 390 ADVENTURE R

The KTM 390 Adventure R, distinguishable by the windscreen and rally tower, rides on the same chassis and engine platform as the Enduro R. The differences you’ll find, aside from the obvious bodywork, are electronics, suspension, tires, front brake, fuel capacity, seat and overall weight. It’s a short list on paper, but adds up to a different experience in the saddle. All in, it’s a more comfortable ride built for longer distances, favoring true adventure terrain, such as double-track trails, gravel roads and pavement as opposed to its sportier counterpart.

The view from the cockpit is very different from the Enduro R, with the Adventure R’s 5-inch TFT display offering a full view of its advanced rider aids, including cornering functions. Both models have adjustable ABS and TC settings, but the Adventure R incorporates the input from a three-axis IMU that can adjust output based on acceleration and lean angle. The electronics and controls have an altogether more sophisticated appearance, one that fits with the rest of the KTM adventure lineup.

The reach to the ground is also a noticeable difference, and although it’s less than an inch going from the Enduro R’s 35 inches to 34.2 for some of the shorter riders in the group, this made the difference in a confident reach to the ground. Also, thanks to the seat, you feel a little more in it than on it.

Along with distinct displays, the Enduro R and Adventure R have unique controls at the handlebars. The Enduro R has a joystick-style control, while the Adventure R (pictured) has dedicated buttons.

Although the engine and chassis are nearly identical (aside from suspension settings), the feel is distinct, especially on the trail. Riding through sand and over whoops is notably different, mostly due to the added weight and the more road-going Mitas Enduro Trail+ tires. Slightly softer suspension valving also delivers a more wallowy handling characteristic, and while it’s still plenty nimble on the trail and even singletrack, the Adventure R doesn’t pack the same level of sporty spice of the Enduro R.

What is to savor on this model is its combination of small-bike agility, KTM Adventure-bike sophistication and value price point. For $6999, this is an impressive package that has comfort and capability that will appeal to a wide range of riders.

The duality of the motor is something that is going to appeal to both beginners and experienced riders. The modest low end will offer beginners a smooth, predictable roll-on and no lurching, while more experienced riders will love the top-end power and the fun of keeping the little 390 throttled. The light handling that can only come from a single-cylinder bike will also strike an ideal balance in both directions. It’s agile enough on the trail, but its 388-pound curb weight gives it a sturdy, planted feel for steady traction in the dirt and a confident feel on the highway.

Forget what you thought you knew about the KTM 390 Adventure. The 2025 is 99 percent new from the ground up.

Speaking of highway speeds, both bikes will happily hum along between 70–80 mph all day. Overtaking at speed requires a little more planning and shifting, but it will get the job done. Also factor in that our testing grounds at Mammoth Lakes were at higher elevations (6700–9900 feet), so perhaps some additional oxygen will help things along. The Adventure R’s full-size windscreen provides the right amount of protection for longer stints in the saddle, and the generous 3.7-gallon (14-liter) fuel tank will also help eat up the miles.

Shifting is helped along by a slipper clutch (standard) and Quickshifter+, which will be an option from the dealer. Ours were equipped with the up-and-down Quickshifters, and the consensus was that it’s the best KTM has produced to date. Shifting was slick, smooth and precise, and also didn’t fuss if you opted to use the clutch. KTM says that cruise control is also coming for the 390 models, and can be added on with additional hardware.

The most surprising thing about the KTM 390 Adventure R is probably the price. You get a lot of performance for $6999.

THE TAKEAWAY

We clocked more than 200 miles in our two days of testing with the Enduro R and Adventure R, and there’s still much more to explore and discuss on KTM’s all-new platform. We’re already looking forward to a more detailed review when we can spend more time to get to know them, but our initial impression is that KTM has swung open a new door, one that welcomes in a modest price point and well-executed, thoughtfully designed package that can deliver to a wide range of riders everything they want and nothing they don’t. It seems counter to the typical model of the Austrian brand, but change is clearly afoot, and so far, we’re here for it.

A 390 Adventure X (pictured) and 390SMC R will also join the 2025 range.

THE OTHER GUYS

The 390 Adventure R and 390 Enduro R are joined by another pair of sub-models—the 390 Adventure X and 390SMC R—for a total of four offerings in the range.

The KTM 390 Adventure X is a more entry-level and budget-friendly option of the Adventure R. Distinguished by its black frame, it comes with cast wheels, non-adjustable suspension, and a lower seat height among a few other compromises that keep the price point lower. It will be available for $5899 (versus the $6999 price tag for the Adventure R).

The KTM 390SMC R is a Supermoto sibling of the Enduro R, rolling on sporty 17-inch spoked wheels and street tires. It will be available for $5499.

The post DUAL-SPORT/ADVENTURE BIKE IMPRESSION: KTM 390 ENDURO R & 390 ADVENTURE R appeared first on Dirt Bike Magazine.

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