2025 KTM 390 Adventure: First Ride Review

The Visuals

There is no doubt the new 390 ADV is better dressed than the outgoing model. It looks bigger and more ADV-like. Plus, you can have it in any colour, as long as it is a combo of white and orange.

The tall windscreen, high mudguard, longer travel suspension, and the 21-inch front wheel help give the front-end visual bulk. Add a comparatively lithe and lower rear end, and the 390 Adventure sports the quintessential ADV stance.

It features a single-piece seat, metal sump guard, crash protection, and a high-mounted instrumentation screen that mimics the navigation tower of KTM’s Dakar bike.

There are two things we found difficult to digest, nonetheless. The absence of a proper side-slung exhaust, as is typical on any ADV, and the rear grab handles. The latter are comically large and stick out like antlers but from the wrong business end.

Another area where KTM needs to up its game is the perceived quality levels of the plastic employed. The 390 Adventure is almost Rs. 4.5 lakh on the road. The quality of the plastic on the motorcycle does not reflect that. The competition is offering more premium-looking bikes at a lower price.

The Package

This is where the new 390 Adventure shines, particularly compared to the bike it replaces. It might borrow the main frame and engine from the new 390 Duke. And the only mechanical change in the powertrain department is the bigger rear sprocket for the Adventure.

However, unlike the previous generation bike which was a late reaction to market needs, the new 390 ADV was envisaged, designed, and developed along with the Duke. So, even though it uses the same main frame as the latter, the rear subframe, swingarm, steering head, and of course the suspension and wheels are bespoke to the ADV. Additionally, the throttle map on the Adventure is different from the Duke, which makes it more accessible and friendlier than the street bike.

The suspension setup includes 43mm, upside-down front forks with 200mm travel and 30-click adjustment for compression and rebound. The rear monoshock has 205mm of travel and offers adjustment for preload and rebound damping. For this review, we left the suspension in the default factory setting – 15 clicks out for compression and rebound at the front and 10 clicks out for rebound at the rear.

The wheels, 21-inch at the front and 17-inch at the rear, are now tubeless spokes. These are not the cross-spoke designs we have witnessed on other motorcycles from different brands but are of the conventional variety that allows for a narrower rim design. The tubelessness is achieved using a tape and rubber ring that runs across the inner circumference of the rim. These rims are imported, but Bajaj will start making them in India soon. The rims run a 90/90 front tyre and a 130/80 radial tyre at the rear.

Furthermore, the new KTM 390 Adventure is feature-loaded. In addition to the tubeless spoke wheels and the adjustable suspension, it gets adjustable levers, bi-directional quick-shifter, three riding modes, cruise control, and, courtesy of a three-axis IMU sensor, lean-sensitive ABS, and traction control. The riding modes (Rain, Street, and Offroad) are configurable.

For instance, one can choose the Offroad mode – wherein the bike feels the most alive – and then configure the traction control and the rear wheel ABS from the Street mode. This makes the ADV safe but fast to use on the road. This is the combo we would recommend if you are looking for the most bang for your buck in terms of the riding experience.

As for the cruise control, we found it to be a handy addition. It also feels intuitive and natural to use. It does disengage with a slight jerk, and it does so every time you use the clutch or brake, or intentionally switch it off, but it is something one gets used to quite quickly.

The Ride

Speaking of riding, the new 390 Adventure is deceptively fast. It feels easy and friendly, thanks to its linear, predictable, and approachable throttle response. It’s also not too vibey or loud to exaggerate the sense of speed.

Finally, the windscreen is so well-designed that it almost cocoons you in a bubble, robbing you of whatever remaining sense of speed. It also takes away some much-needed ventilation on a hot day. However, because it cocoons you so well, you could be sitting at 135kmph without trying and not know it till you looked down, perhaps because the police were frantically flagging you down. Not that this happened to us, but you get the picture.

This ease of riding extends to the seating comfort, ride quality, and overall dynamics of the motorcycle. The seating triangle is upright, with a wide and high handlebar, scooped seat, and mildly rear-set footpegs. The ride – in its stock factory setting – is absorbent, settled, and plush. It works fine with a pillion too.

It’s the same story when it comes to dynamics. The new 390 Adventure doesn’t feel cumbersome to move around at slow speeds; it feels agile and willing when filtering through traffic, leans into corners without much prodding, and stays true to its line even through bumpy corners. As mentioned earlier, it feels as stable as a locomotive in a straight line.

The 390 ADV feels balanced and predictable under hard braking, with good bite, progression, and feel at both the brake lever and pedal, helping things along. The grip from the tyres is noteworthy, allowing for aggressive braking without the ABS kicking in too soon. This also allowed us to trail brake into corners confidently.

However, if we had to nitpick, we’d say the new 390 Adventure lacks the excitement and fervour typically associated with KTMs. Its front end isn’t the sharpest or the most communicative. There is no marked torque surge in the mid-range to rouse your senses. And the occasions when you step off the bike all happy, content, and elated will be few and far between. Again, as we have said previously, the 390 Adventure is not slow or boring, it’s just not KTM-level exciting.

However, this character bodes well when riding off-road. The linear throttle response is a boon here, making it easier and manageable to slide the bike or tackle mild obstacles. The light and progressive clutch, along with the crawl feature – which keeps the rpms high even at idle to help prevent stalling – makes riding the slow and technical stuff a breeze. It also makes walking the bike easier in case the terrain ever gets too tight or challenging to ride.

The 21-inch front wheel, suspension travel, relatively lazy front-end, well-executed standing ergonomics, and good weight distribution all play a significant role in making the new 390 Adventure both capable and friendly to ride off-road as well.

Should you buy one?

The new 390 Adventure is a big step over the bike it replaces. It is a proper entry-level adventure motorcycle that one can comfortably tour on, ride off-road, and even commute on. It is more comfortable, feature-rich, purposeful, and better-rounded than the previous generation motorcycle.

Yes, it is not cheap. And for the price it commands, it falls short on quality, and, fit and finish. However, it is a motorcycle one would certainly not regret buying. The threat it faces, though, comes from the 390 Adventure X. But whether one should buy the X over this is a story for another day.

Photography: Kapil Angane