KTM 390 Adventure R (2025 - ) review

KTM’s signature in-yer-face aesthetic is very much present and correct in the 390 Adventure, the white bodywork contrasting with the signature orange graphics and trellis frame to good effect while the stance shouts the shared roots with the 390 Enduro R and 390 SMC R supermoto. The taller front end and prominent screen give it genuine adventure bike gravitas, though, the 390 Adventure available in more road-focused X form with cast rather than wire wheels, the R tested here getting the tubeless spoked rims with a bigger 21-inch front and 18-inch rear configuration and fancier longer-travel suspension from in-house brand WP. Priced at just over six grand KTM expects most people to go for the R, given it plays more to the brand’s off-road roots and puts it on a par with rivals as diverse as the Royal Enfield Himalayan 450, CFMoto 450MT and forthcoming BMW F 450 GS to name just a few.

Skinny in the frame but tall in the seat, the 390 Adventure R reveals its off-road roots in the riding position, the tall front end and raised bars giving you a commanding view of the way ahead for what otherwise a relatively compact bike. An 870mm seat height means it’s quite a bit taller than rivals like the Himalayan or CFMoto, though once you’ve slung your leg over and the suspension compresses it’s less intimidating than that sounds. Smaller or less confident riders may prefer a lower bike, though. Generally speaking for a small capacity bike the 390 has enough substance about it to feel like the real deal, while still being light and manageable enough to fling around. The target audience will also appreciate the switchable footpegs, which can be repositioned for better access to the brake and gearshifter when riding when standing for off-road sections. Or set to a more road-friendly configuration for general tootling.

This is less the big adventure bike ideal of comfy seating, three-piece luggage and long-distance refinement and more for those who travel light, or maybe prefer to chuck the bike into the back of a van for the boring transfers to more exciting terrain. To be fair, the rawness of the 390’s riding experience is probably more suited to that way of travelling than sitting there on the motorway racking up the miles. It’s obviously got way more in the way of creature comforts than the 390 Enduro R on which it is based, though, the screen and bodywork offering something to hide behind on a cruise, which we appreciated on the run back from collecting it from KTM’s UK base. And if you don’t have that luxury of a van or other vehicle to transport your bikes around the Adventure R at least has enough about it to make a day of it, ride from home and then mix and match roads and green lanes as the mood takes. While you could daily it and the compact size makes filtering a breeze this is really the KTM’s comfort zone, and there are better all-rounders if you rarely leave city limits or paved roads.

KTM’s off-road roots are very apparent in the character of the 399cc single-cylinder motor, which fires with an aggressive bark, chunters like the enduro machine it is and responds eagerly to big handfuls of throttle. The 45 horsepower and 39Nm look healthy on paper as well, especially considering the fuelled weight of just 176kg. But you need to wring the 390’s neck to really get it shifting, which is fine when you’re in the mood but might get a bit waring, and make two-cylinder alternatives like the CFMoto 450MT or Voge DS525X look more appealing. Electronics are one area KTM leads on, and the three rider modes on the 390 deliver real differences in feel. Rain tones things down enough to make it feel a little calmer, while Street and Off-road unleash the lairier side. Our test bike also had the optional quickshifter enabled, the ability to blat up and down the ‘box without the clutch suiting the frenetic power delivery. The single front disc is perfectly adequate for the weight and performance, ABS all switchable for off-road use as required.

While short, light and flickable there’s a substance to the 390 Adventure R to do justice to the name, the 21-inch front wheel demanding a firm grip of the relatively narrow bars to get it turned in on the road. The fully adjustable WP suspension on the R has easy to reach dials on the fork for on-the-fly tweaks to compression or rebound damping, the stock setting offering a nice balance between long-travel bump swallowing without too much wallowing about under braking or acceleration. Off-road it absolutely gobbles anything you can throw at it, too. Settled enough to sit at a steady cruise if required it’s clear the Adventure’s real comfort zone is tight and twisty lanes and tracks, though. And if you respond to the invitation to ride it in what we’ll describe as the KTM style you won’t be disappointed!

With six grand in your pocket and an adventure-style bike on your shopping list you’ve certainly got plenty of choice, the 390 Adventure R looking like decent value for money in terms of the performance and hardware. Sure, that money may go further on one of the many Chinese rivals hitting the market. But it doesn’t sound unreasonable for a KTM. The small capacity engine, lack of weight and modest power should keep all running costs down as well, everything from fuel to insurance to servicing all more affordable than it would be on a bigger-capacity machine.

KTM hasn’t been without its wobbles in recent years, the 390 range having had recalls for throttle mapping and a weak side-stand spring already. Both should have been addressed in any new bikes you’re looking at, or any on the used market that have been in for the necessary work. At heart, though, we’d take some reassurance in the quality of the 390 Adventure’s build and cycle parts.

KTM’s 390 range gets the regular two-year cover rather than the four years offered on bigger-engined models, so par for the course for most bikes of this type. You do get a year of breakdown recovery included, which extends for free each year you get the bike serviced at a main dealer up to a maximum of eight years or 37,500 miles. These regular services come round every year or 6,000 miles, the latter likely not too much of an issue given the likely usage model.

With its pared-back enduro roots the 390 Adventure R isn’t dripping with kit, and anyone downsizing from a more luxurious big capacity adventure bike might be in for a rude awakening. If you accept the invitation to fling it about off-road you’ll soon be glad of this no-frills and lightweight build, though. And there are certainly no complaints about the kit you do get, the WP suspension quality stuff while configurable rider modes supported by lean-sensitive traction control and ABS are a cut above at this price point. For all that electronic complexity the menus on the TFT screen are nice and easy to navigate via the chunky switches on the left grip, the up and down buttons configurable as ‘hot keys’ to take you straight to favourite features like rider modes or trip computer. There are plenty of accessorising options as well, including the quickshifter fitted to our test bike, cruise control, slip-on Remus exhausts and more.

Small-capacity adventure bikes like this are great for mixed-terrain riding where you might flit between road and off-road sections on a whim. Given its roots the KTM feels more in its comfort zone on the latter, though if you spend more time with your tyres on tarmac there are more comfortable and all-round options and you might be better off with a twin like the CFMoto or holding out for the BMW F 450 GS. Think of it more as a civilised enduro bike than downsized adventure machine and your expectations will be more than satisfied, though, this being a small bike with big spirit and ambitions, not to mention a real sense of fun!