[libranof1987]

2025 KTM 390 Adventure Review

KTM 390 Adventure Pros

• Superbly capable and comfortable. Very competent off-road and equally at home on tarmac
• Plenty of hardware to customise your riding experience. Adjustable front and rear suspension, quickshifter, etc.
• Full suite of electronics. Customisable ABS, traction control, ride modes and even throttle response!
• New Dakar rally bike-inspired design language is refreshing, stylish and suits the nature of the bike
• Connectivity features (calls, music, turn-by-turn navigation), Bluetooth pairing with Phone and even a wired/wireless Headset
• Great riding stance. Lower standard seat height (830 mm) and easy-to-reach foot pegs

KTM 390 Adventure Cons

• Overall finish is a step down from the outgoing bike. Plastic panels don't seem top quality
• Power delivery in the Street mode feels lethargic and very un-KTM-like
• Cost-cutting in certain areas (knuckle guards, rear grab handle, indicators...)
• ABS is very intrusive, makes emergency braking uncertain
• 21" front wheel, while helpful on trails, might overwhelm riders not used to the size, especially when riding in the city
• Most expensive among competitors

Introduction

When KTM showcased the 2024 Duke 390 towards the end of 2023 with the new 399cc LC4c engine, everyone was eagerly looking forward to the next generation 390 Adventure that would be getting this engine as well. And with good reason. The KTM 390 Adventure has made a name for itself in the ADV world over the years and has been a favourite in the hugely popular 300-400cc segment.

KTM unveiled the 2025 390 Adventure at the EICMA late last year and showcased it in India in February 2025. Deliveries commenced right away.

The new-gen 390 Adventure is an entirely new bike developed off a clean slate with no baggage carried over from the outgoing version. The bike gets 99% new components! One of the most significant changes is the departure in the design language from what has been very typical of the KTM family. The bike now gets a Dakar rally bike-inspired look.

The powertrain gets an upgrade as well. As mentioned earlier, it is powered by the 399cc LC4c engine that delivers 45 BHP @ 8,500 rpm and 39 Nm @ 6,500 rpm. This engine had made its debut in the 2024 Duke 390. Compared to the outgoing version, the 2025 390 Adventure gets a bump in power and also, an improvement in the way power and torque delivery happens throughout the rev range.

There are plenty of design, functional and technical changes all over the bike - a new headlight unit with a projector setup, 5" TFT infotainment screen, 21" front wheel, adjustable suspension and so on.

While much has changed, the 2025 KTM 390 Adventure remains focused on its true calling - an all-round travel companion, regardless of terrain.

KTM 390 Adventure Pricing

The 2025 KTM 390 Adventure has been priced at Rs. 3,67,699/- (ex-showroom), a mild bump up from the Rs. 3.65 lakh (ex-showroom) sticker price of the outgoing model. While the 2025 version of the 390 Adventure is more expensive than its competitors such as the BMW G 310 GS, Triumph Scrambler 400, and the Himalayan 450, it has significantly more hardware to enhance the riding experience and also boasts of the best-in-segment power figures. The 2025 390 Adventure X has been announced at a much lower price point (Rs. 2,91,140, ex-showroom) to compete directly with the above bikes.

You can download the brochure for the 2025 KTM 390 Adventure here: KTM 390 ADVENTURE Brochure.pdf

[libranof1987]

Design & Styling

There's every chance you'll wonder if it is a KTM when you look at the 2025 390 Adventure for the first time. The design language is a massive departure from the KTM urban family of looks. The 2025 iteration takes inspiration from KTM's Dakar rally bike, replete with a tall windscreen, a slender tail, compact panels on the sides and a tower-like central column housing the instrument cluster.

The 2025 390 Adventure gets 99% new components compared to the outgoing bike. The list is long and comprehensive!

To start with, it gets the new split trellis frame with an aluminium subframe that was introduced in the 2024 Duke 390. This new frame is claimed to bring about weight savings without compromising strength.

On the design front, the changes are everywhere - a long beak at the front with a large gap to the front wheel and an unmistakable tall central column that houses the LED projector headlamp unit and the instrument cluster. Compact plastic panels line up the side and the rear too gets the rally bike treatment, with a very slender outlay and a flatish seat.

The headlamp cluster now gets two vertically stacked lights - an LED positioning light and the LED project headlight. The unit also houses scattered DRLs around these lamps. Both, the front and rear indicators get LEDs and are longer and flatter than the outgoing version. They now get four bulbs vs. three. The indicator stalks feel a little feeble and were already not staying perpendicular to the mount on our test bike.

The fuel tank is also redesigned. However, it has the same capacity - 14.5 litres. The tank shrouds are now redesigned and realigned to complement the beak. The mid section is very tight and subtle with no real design elements as plastic panels cover the frame. These panels get in-mould decals, lowering the chance of the graphics getting scratched, or fading or peeling off.

Along with the new LC4c engine, the 2025 390 Adventure also gets a redesigned exhaust system with the silencer tucked under the belly of the bike, freeing space on the side of the rear wheel. An underbelly exhaust is a rather surprising design element on an adventure bike, especially since KTM have worked on increasing the ground clearance.

The stalks on the handlebar are also carried forward from the 2024 Duke 390 with the addition of a button for cruise control (which has since made its way to the Duke 390 as well), and a "Shortcut" switch. While the 390 Adventure gets knuckle guards as standard, they are quite flimsy and a sour miss on another smart front section.

The tail section is quite slender and is a let down given its poor finish. The plastic panels don't seem of superior quality and the crab-like grab rails look awfully out of place and out of tune with the design of the bike. The ones on the 2024 Duke 390 are so well-designed and sleek. Wonder why they couldn't be carried over to the 390 Adventure.

Build Quality, Fit & Finish

The latest generation Duke 390 launched towards the end of 2023 came with absolute top-notch quality parts and fit and finish, and looked like a big step up from the outgoing model. As with the older 390 Adventure, the 2025 version gets plastic panels all over and they just don't seem very appealing. The finish looks a little aged already.

That said, the fit is excellent. Even while passing through rough terrain with rocks or broken tarmac, you won't hear as much as a squeak from anywhere. All the panels and wires are put together in place very well and you won't find any misaligned parts or exposed wiring, even under the seat.

The one sore point is the integration of the cruise control adjustment toggle / paddle switch on the left stalk. It seems like an afterthought and feels very awkward and feeble to use. Both the stalks are a carry forward from the 2024 Duke 390 and it is only the buttons on the left stalk that could have been better. They don't have a very confident feel to them, especially when wearing gloves.

Features and Instrumentation

The 2025 KTM 390 Adventure gets the same 5" TFT screen on the instrumentation cluster that debuted on the 2024 Duke 390. There's a wide range of information available through navigation by the buttons on the left stalk. The fully digital MID shows your speed, gear, time, rpm, and fuel level. You also have warning and information signs for high beam, turn-indicators, MTC (Motorcycle Traction Control), ABS status and the rest of the usual fare. You can configure what is displayed based on your preference with options for a reduced display with minimal information and freedom to choose which stats get displayed on the bottom ribbon from a medley of ride details to battery voltage to coolant temperature. A very crisp utilisation of real estate, having all the information you'd want right in front of you without having to press any button.

The 390 Adventure comes with a host of customisable bike electronics that you can set through the "Motorcycle" option:

- Ride modes: Street, Off-road, Rain
- Motorcycle Traction Control: On, Off
- ABS: Road, Off-road
- Quickshifter: On, Off
- Throttle response (available only in Off-road Riding Mode): Street, Off-road, Rain

The 2025 iteration of the 390 Adventure also comes with a "shortcut" button right next to the horn which you can customise that will take you right to a specific screen on the cluster. Rather than navigating through the various menus and sub-menus to get to the setting you want to change, this button navigates you to it directly. The most typical application would be for the ride mode or ABS or traction control. Quite a few bikes tend to have a separate, stand-alone button for traction control or ABS.

The new 390 Adventure comes equipped with Cruise Control, so you get an additional button to turn on/off next to the button for the hazard lights. In a very awkward implementation, the toggle/paddle to engage cruise control and incrementally increase/decrease set speed is actually below, next to the horn switch! There's every possibility that you will mix up the buttons for the cruise control and horn.

Cruise control is a delight to use with a very straightforward implementation. It is engaged at the prevailing speed and generally held at +/- 1 km/h of the set speed. If you accelerate while it is engaged, the set speed indicator starts blinking; and once you have let go of the accelerator, the bike will smoothly bring you back to the set speed. As is generally the implementation, using the front/rear brake or engaging the clutch will disengage cruise control. The toggle switch can be used to increase/decrease cruise control in increments of 1 km/h.

Further, you get a host of connectivity options such as Bluetooth connectivity with a phone or a headset (wired or wireless). You also get a USB-C port on the left side of the instrument cluster. The instrument cluster looks premium and has good visibility even under bright sunshine.

Wheels & Tyres

The 2025 iteration of the KTM 390 Adventure gets tubeless spoked aluminium rims - a change KTM introduced on the mildly refreshed Adventure 390 towards the end of its lifecycle.

A big change on the new 390 Adventure is the 21" wheel at the front (the outgoing model had a 19" rim). The debate on having a 21" vs. 19" wheel at the front has been going on for a long time with consensus placing the preference on your riding style and comfort. The front wheel now gets a 90/90 R21 tyre. The 21" wheel has its benefits. It can tackle obstructions while off-roading a tad easier than the 19" wheel, but it does come at the cost of not being able to take opposite corners at high speed in quick succession.

The rear wheel continues with the 130/80 R17 setup as the outgoing version.

Quite interestingly, the KTM 390 Adventure is now equipped with Apollo Tramplr XR tubeless tyres. Metzeler, esp. the Tourance range, has generally been a segment standard for some time now. Regardless of whether this is due to the restrictions placed on tyre import or a cost-cutting measure, the Tramplr XR have been around for a while and have fairly favourable reviews. The cost of these tyres is a fraction of what the Metzelers do.

The Tramplr XR tyres held pretty well while off-roading, and were just as comfortable on tarmac.

Ergonomics and Comfort

The new 390 Adventure comes with a seat height of 830 mm on the standard version and 825 mm on the X variant. For comparison, the outgoing 390 Adventure had a seat height of 855 mm for the standard version, 835 mm for the Low Seat version and 825 mm for the X. The lower seat and the redesigned tank layout make for quite a comfortable upright riding posture.

The ground clearance has gone up significantly to 237 mm from 200 mm.

The resulting challenge, though, is that riding while standing has gotten slightly awkward, requiring you to slouch to reach the handlebar. It may come down to individual preference and comfort. The gear change lever and rear brake peg are positioned well. So you can operate them with ease when standing. The foot pegs get large rubber inserts that riders almost certainly will take off.

That said, the 2025 390 Adventure has a ridiculously comfortable ride. It gobbles up bad roads, broken tarmac and off-road patches effortlessly - the suspension settings and ergonomics are incredibly sorted. And this is without playing around too much with the adjustable suspension at either the front or rear! KTM has provided recommended settings for compression, rebound and preload adjuster for various use cases.

The tall windscreen does a good job of deflecting wind blast, reducing the wind noise filtering into your helmet at typical cruising speeds. We do feel that the windscreen height may act as a hindrance during off-road riding as it obstructs their near-field vision. Remember that the windscreen is fixed, and not height-adjustable.

Lastly, the narrow tail section translates to a narrow seat, which isn't going to make the pillion too happy.

Fuel Tank Capacity & Range

While the fuel tank gets a new design, the capacity remains unchanged at 14.5 litres. We observed a typical FE of ~20 km/l throughout our test ride that included a fair bit of off-roading and some highway cruising. You can assume a realistic full tank range of 275-325 km.

Note that the 2025 KTM 390 Adventure is E20 compliant.

Maintenance

With the new LC4c engine, the 2025 KTM 390 Adventure requires an oil change every 10,000 km after the initial change at 1,000 km. For most, the service schedule would likely follow a yearly cycle.

That said, do monitor the engine oil level on the bike periodically - especially if routinely riding hard or long distance as KTM engines have been known to be oil-hungry. A top-up every 3-4 months may be necessary.

Standard & Extended Warranty

According to Bajaj's Press Release that was sent out last year, all new KTM models now come with a warranty of five years (two years Factory + three years extended) and Road-Side Assistance for a year as standard.

[libranof1987]

Riding the KTM 390 Adventure

The new 390 Adventure gets the same 399cc single-cylinder liquid-cooled four-valve DOHC engine that debuted on the 2024 Duke 390. This LC4c engine is capable of producing 45 BHP @ 8,500 rpm with a peak torque of 39 Nm @ 6,500 rpm. 80% of the torque is available right from 5,000 rpm. Purely for academic interest, with the new engine, the bike gets a bump of ~25cc, translating to about an additional 2.5 BHP and 2 Nm.

While the 2024 Duke 390 is an absolute maniac to ride, the 2025 390 Adventure has a much more sane power delivery. There's ample power on tap and it makes its presence felt without an ounce of hesitation, but it is delivered gently. KTM has also worked on the torque delivery of this engine to ensure that it generates enough pull through the rpm range. The power and torque delivery chart provides ample evidence of just how humongous the mid-range is, supported strongly by the top-end that has more than enough juice to allow you to cruise at the upper end of the legal speed limit. The new engine gets a bump in torque at the low-end of almost 5 Nm.

The second and third gears are the most fun to be in given how tractable they are and the comprehensiveness of the power/rpm band.

Remember, the 2025 390 Adventure also gets the crawl function that ensures the bike will not stall if you let go of the accelerator; it'll keep the bike running at specific speeds (~10 km/h in the first gear for instance) and manage the rpms to prevent killing the engine.

A redesigned sprocket, with three additional teeth, plays a part as well in the difference in the power and torque output.

The 390 Adventure gets a curved radiator with two cooling fans, allowing for more efficient cooling. There was hardly any heat felt on the legs/thighs even as the coolant temperature touched ~100 degrees C while riding on trails or when riding through dense city traffic. We put the bike through the off-road trail and even then, it chugged along effortlessly without a drastic rise in temperature. On some other bikes on similar trails, we have had instances where we've seen the high coolant temperature warning and even the check engine light, where the bike shut off proactively. The heat management seems to be better in the new 390 Adventure.

Rounding up the powertrain is the 6-speed manual gearbox that gets a slipper clutch and quickshifter as standard.

The quickshifter is pretty good - a definite improvement over the outgoing 390 Adventure. That had a noticeable tentativeness in executing the gearshifts. The downshifts are generally smooth, quick and effortless, and come with just a missable hint of a jerk. That said, the gear lever, during upshifts, tends to be hard and feels like it is resisting the gear change. Throughout our test ride, we found the quickshifter to be most comfortable with upshifts when the rpm is ~4,000 +/- 100. The gearshifts between 1 - 2 - 3 - 4 gears are slightly jerky, while those between 4 - 5 - 6 gears are significantly smoother.

For academic consideration, KTM claims that the new 390 Adventure does 0 to 60 in 2.6 seconds (down 0.2 seconds compared to the outgoing version); and 0 to 100 in 6.2 seconds (down 0.5 seconds).

Riding Modes

The 390 Adventure comes with three riding modes - Street, Off-Road, and Rain. You can customise the ABS, traction control and quickshifter for each riding mode and for the Off-Road mode, you can even set the throttle response.

ABS: You can choose ABS to be in the Road or Off-Road setting. ABS is available on both wheels when in Road mode and is switched off on the rear wheel when you choose Off-Road mode.

Traction control, quickshifter: These come with simple On/Off options.

Throttle response: This new customisation is available in the Off-Road mode and determines the aggressiveness of power delivery on tusiting the throttle. This setting comes with three options: Rain, Street, Off-Road, in increasing order of urgency of output. The Rain mode provides a very measured throttle response, allowing for cautious riding, while the Off-Road mode lets loose the 46 horses from the engine. The Off-Road mode follows a linear, almost 45 degree, response for power vs. rpm, while Street has a moderate low-end, a lively mid, and an enthusiastic top-end. The power curve in the Road mode is very subdued in the low-end (compared to the outgoing 390 Adventure), with the pace picking up in the mid and top end.

A common first reaction to the 2025 KTM 390 Adventure, especially since most would start in the Street mode, is the relaxed throttle response and power on tap. It just feels so very un-KTM-like. But switch to the Off-Road mode and it just becomes an entirely different bike, with a very different character. Throttle input translates to power without hesitation, and the engine makes its entire faculties available for use. No holds barred, just ready to rock 'n roll! Having the Off-Road mode to be the most aggressive mode seems to align with KTM's vision for the 390 Adventure to go back to its roots as a hardcore off-roader.

There's a very good chance riders may want to be in Off-Road mode for throttle response while turning on the electronic aids, even for everyday riding, just to enjoy the KTM's capable 399cc LC4c engine.

Off-roading with the 390 Adventure

During the time that we had the bike with us for review, we were able to take it for a ride over a variety of terrain - a typical hill laden with rocks of all sizes, a trail around a lake with hard soil, and a hardcore off-road trail on a hill that led to the backwaters of a dam.

With the bike in Off-Road mode, off we went. Remember that in this mode, rear ABS is turned off and throttle response is at the highest setting. The trail consisted of passing through hard mud, patches with lots of stones, thick foliage and lots of areas with steep gradients that had an inch or so of very loose soil. No complaints or a wish list, really, of what could be better in the bike. The crawl feature allows you to remain in gear without stalling. The throttle response is aggressive and that comes in handy in getting out of tricky spots quickly and correspondingly, engine braking is more aggressive (compared to the older 390 Adventure). This reduces the need for braking by allowing you to modulate your speed. The ergonomics are pretty sorted as well and you can sit or stand and ride with ease. The foot lever/pegs could be a tad more comfortable if you take the rubber bushing off.

Refinement & NVH

The new engine is very refined and you don't feel any unusual vibrations, feedback or harshness on the physical touch-points with the bike in your typical riding conditions. The engine of the 390 Adventure is a single-cylinder unit, so it carries the typical vibrations one would expect in a single-cylinder. The tight fit of the instrument cluster and ORVMs ensure things don't get blurry even if the view up front does.

Another aspect of the bike that is very un-KTM-like is the exhaust note. It isn't the typical tune that we're so accustomed to with KTMs. There's only a handful of rpms where it bears the hint of a KTM, otherwise, it's a very vanilla growl.

The tall windscreen that the 2025 390 Adventure gets as standard does a good job of deflecting the airflow from your chest/face and subjects your ears to much lesser wind noise.

Suspension and Handling

The 2025 390 Adventure carries forward the adjustable front suspension, introduced on the 2023 390 Adventure, along with the adjustable rear suspension.

At the front, you get a 43 mm WP APEX USD (Upside Down) open cartridge fork suspension with a 200 mm travel that can be adjusted for compression and rebound damping. The front suspension gets a 30-step adjustment. Adjustments for both compression and rebound, are easy with simple turn-switches on the top of the forks under the handlebar. You can make these adjustments without the need for any tool.

At the rear is the WP APEX monoshock suspension with 205 mm travel. It allows a 20-step rebound damping and is 10-step preload adjustment. To change the suspension setting here, you'll need a C-spanner and a screwdriver.

The 390 Adventure continues to be effortless to handle and across a variety of terrain, the bike feels surprisingly nice to ride. The suspension is set up well, and a ride on bad roads isn't backbreaking.

The ground clearance has gone up noticeably to 237 mm, from 200 mm of the outgoing model. The wheelbase is 1,470 mm, and although the 2025 iteration is 5 kg heavier than the old bike (182 vs. 177 kg kerb weight), it is as easy to very to flick around the trails, as it is to navigate through the city. (Not that the X is 181 kg)

Braking

Braking duties are handled by disc brakes from Bybre, Brembo's brand for small to medium-sized motorcycles, which has now become the norm for most bikes in the segment. At the front is the 320 mm disc with the new four-piston axially-mounted calliper, while the rear gets a 240 mm disc brake with the new twin-piston floating calliper. The 390 Adventure gets sintered brake pads and axial callipers.

The 2025 390 Adventure gets several electronic riding aids as standard such as cornering and off-road ABS and traction control. These are customisable through the MID and can be defined independently for each ride mode.

The brakes are competent, and using them in conjunction with engine braking by leveraging the quickshifter, makes braking a breeze in most situations.

However, as a slightly unusual experience, we found the ABS triggered far too often during hard or high-speed braking, even on surfaces that offered very good traction. It just felt unnecessary and a departure from the braking behaviour of other bikes. It gives you a momentary feeling of uncertainty about how effective the braking will be. The braking capability from the brake infrastructure doesn't seem to be a problem. Perhaps it has to do with how the ABS is set up, or maybe even the tyres.

Closing Thoughts

The KTM 390 Adventure has made a name for itself over the years - a competent off-roader and a fairly comfortable tourer. There's not really been a lot to find fault over in the bike - a capable engine, equipped with all the hardware and electronics that you'd want in the segment or even a segment above and reasonably comfortable for the purpose it has been built for.

The new generation has a tall legacy to live up to, and it does look like it will carry on with the good work of its predecessor. There are plenty of hits, some changes that you'd feel neutral about, and a few misses, but at the end of the day, when it comes to it, you'd want to carry your cheque book along and get yourself the 390 Adventure.

We mentioned in the KTM Duke 390 review that the bike is an absolute hooligan. The 2025 390 Adventure comes across as one that has seen things, has a few grey hairs, and is now, wiser.

[libranof1987]

KTM 390 Adventure Images

The 2025 KTM 390 Adventure gets a Dakar rally-bike inspired design:






One big change on the 2025 390 Adventure is the 21" wheel at the front. This is quite handy in clearing obstacles easily while off-roading, but may not allow for quick maneuvering. The front wheel gets a 90/90 R21 tyre:


Rear wheel continues to get a 130/80 R17 tyre. Both wheels get Apollo Tramplr XR tubeless tyres on spoked rims:


The recommended tyre pressures:


Brakes are Bybre from Brembo. The front gets a 320 mm disc with the new four-piston axially-mounted calliper:


The rear gets a 240 mm disc brake with the new twin-piston floating calliper. Note that the bike gets dual-channel switchable ABS as standard:


The rockstar on the 2025 390 Adventure - 43 mm WP APEX USD (upside down) open cartridge fork with a 200 mm travel allowing for a 30-step adjustment for compression and rebound damping:


Suspension adjustment can be carried out easily through clicks on either side:


Rear gets a WP APEX Monoshock suspension with a 205 mm travel:


It allows a 20-step rebound damping and 10-step preload adjustment:


KTM has provided recommended suspension settings for the front and rear, and the purpose:


The 2025 390 Adventure gets a bigger airbox:


Curved radiator with two fans does a great job of cooling. The heat management is noticeably better than the outgoing 390 Adventure after hard off-roading:


Coolant tank has also got a new home on the right side of the bike:


Exhaust system has also been redesigned with the silencer now tucked under, just below the rear suspension:


The bike also gets a bash plate (engine guard) as standard. Inspires confidence while taking the bike on trails:


Like the outgoing bike, the new 390 Adventure gets a quickshifter as standard. While upshifts tend to be jerky, downshifts are an absolute breeze. Upshift at ~4,000 rpm for smooth gear changes:


Fuel tank has been redesigned but the capacity is the same at 14.5 litres:


Beak complements the 390 Adventure's rally bike-style look:


Left stalk gets the menu selector buttons, switches for hazard lights, cruise control, high beam, horn, indicators and the new shortcut button for any specific Settings Menu...


...and this awkward implementation of a toggle/paddle to engage cruise control and increase/decrease cruise control speed by 1 km/h at a time:




Clutch lever is adjustable:


Right stalk is simple, housing just the kill/ignition switch:


Front brake is adjustable as well:


Switchgear is illuminated:


Knuckle guards are standard:


Another big change is the vertically stacked LED headlight cluster with a project lamp setup. The headlamps gets DRLs around them:


With the high beam in action. The indicators get a new design - flatter, longer (4 bulbs vs 3 earlier) and appear cheap:


Decent illumination from the low beam with a sharp cutoff:


As with the high beam:


Tail-light has been redesigned as well:


USB-C port on the left side of the instrument cluster:


Tall windscreen does a good job of deflecting wind blast and noise. Note that the windscreen is not height-adjustable:


Ground clearance has gone up to 237 mm from 200 mm, courtesy (in part) the re-aligned airbox:


Seat has comfortable cushioning, although it has gotten narrower. Rear grab rails look out of place:


Things are very neat and tidy underneath with proper covers for the battery and wiring:


5" TFT fully digital instrumentation screen that was introduced on the 2024 KTM Duke 390. It shows you a suite of information regarding the bike:


You can select from the three riding modes - Off-Road, Road, Rain. For each of these, you can individually set the ABS setting (Road/Off-Road), Traction Control (On/Off), Quickshifter (On/Off):






In Off-Road mode, you can even select throttle response - Rain, Road, Off-Road, in increasing order of intensity:


You get various connectivity features for calls, music and turn-by-turn navigation and also connections with helmet and communication devices:

[libranof1987]

Comparing the outgoing 390 Adventure and the 2025 390 Adventure

Courtesy BHPian monaro_cv8, who rides the 2023 KTM 390 Adventure and Aprilia Tuono, we got to take both iterations of the 390 Adventure out on a fairly challenging trail in the Sahyadri mountain range near Pune to compare the nuances of both generations.

The two bikes are entirely different and have several design, technical and functional changes as we've highlighted throughout this review:


Design language is immensely different with the 2025 version suiting the Adventure tag:


21" front wheel helps while off-roading as it clears obstacles with more ease. On the flip side, you can't take sharp turns in quick succession:


Adjustable suspension is what can potentially make this 2025 version a blockbuster. An absolutely delightful ride, a big leap forward from the outgoing version:


New 399cc LC4c engine is a peach and along with the riding modes, it makes the 2025 390 Adventure a very competent off-roader and tourer alike. Off-Road mode really brings the engine alive and has a more aggressive power delivery compared to the outgoing version. Engine braking is also very prominent and instant on the new bike; the older 390 Adventure smoothens out the power cut-off:


With BHPian monaro_cv8 and Siddy's older gen 390 Adventure:

[Aditya]

Thread moved out from the Assembly Line. Thanks for sharing!

[jackofsome]

Originally Posted by libranof1987

New 399cc LC4c engine is a peach and along with the riding modes, it make the 2025 390 Adventure a very competent off-roader and tourer alike. Off-Road mode really brings alive the engine and has a more aggressive power delivery compared to the outgoing version.

Thanks for the review.

You might correct the review with the fact that the front brake caliper is not radially mounted however its axially mounted. There are two places in the review you have mentioned this.

And coming to some questions that I have if you know:

• What is the default preload setting at the back?
• What is the lower light in the headlight stack for? (I believe the top projector does both low and high beam duties)
• What is their timelines for EnduroR and SMCR

[TheHelix0202]

Originally Posted by jackofsome

What is the lower light in the headlight stack for? (I believe the top projector does both low and high beam duties)

Both are ON by default when you start the motorcycle (Low Beam). The projector on top is a Bi-LED setup that doubles up as the High Beam.

[libranof1987]

Originally Posted by jackofsome

What is the default preload setting at the back?

Perhaps it comes with the settings listed under "Basic setting" on the suspension set up guide KTM has pasted under the seat? (see image)

What is the lower light in the headlight stack for? (I believe the top projector does both low and high beam duties)

The bottom LED is what KTM refers to as a "positioning lamp". As you've mentioned, the projector on top has both, the low and high beam.

What is their timelines for EnduroR and SMCR

We were told, by the end of this month, but nothing concrete on the date.

[Carspook]

Thank you for the detailed review and the wonderful pics. The collage of instrument cluster was brilliant.

[saikishor]

The two generations side by side, and I must say the older one looks much more subtle and premium to my eyes. That bike looked more like a globetrotter, while this one looks like a proper rally bike.

Would love to take a test ride, but KTM showrooms in Hyderabad are not willing to give testrides even to existing customers

[scarn]

Thanks for the great review! When it comes to plastic quality, KTM has made a trade-off. They use the same polypropylene (PP) plastic as in their dirt bikes, which is highly durable, flexible, and impact-resistant—perfect for off-road conditions. Additionally, the pigmented logos and stickers help maintain their quality over time. However, this comes at the expense of a more premium finish, as the plastic lacks sheen and is more prone to smudges.

[TheHelix0202]

So, I visited the KTM Indiranagar ASC, and after 1 hour of mucking about, they got around to adjusting the side stand sensor bolt correctly. That it was misaligned was what caused the bike to refuse moving in gear after each and every ignition ON/OFF cycle.

Link to the post: here

Total distance of 60km in peak Bangalore traffic in this weather -

[bblost]

Lovely review of a bike that is looking very tempting as a replacement for my Himalayan 411.

I love Royal Enfield bikes and never thought of any other brand but those bikes are becoming very heavy.

This KTM with its "muted" / "matured" acceleration seems to be something I would be comfortable using on my long trips.

The full package of electronics might just be the icing on the top.

[Monaro CV8]

Nice thread Libran!

This post is going to be one hellava rant

All these years the KTM guys were pulling wool over our eyes.
We've been riding around a Duke 390 on Stilts.

This new ADV 390 is an eye opener! You can feel that real KTM ADV DNA in this bike !

Everything checks out -

Mad off-road capability,✅
Super WP suspension set-up ✅
Highway cruising,✅
Spirited Uphill Climbs in Ghat sections ✅
Spot on power delivery in Off-road mode (where you want it the most )✅
That amazingly new Chasis ✅

I would want to rush to the nearby KTM showroom and swap my 1.5 year old KTM ADV 390, for this , right away !

This was a much awaited and much delayed evolution of the next generation KTM 390 ADV.