Review: 2025 KTM 390 Adventure R & Enduro R

Punching Above Their Weight

In the ADV category, where bikes often lean too far toward the street or trail, KTM might have once again found the sweet spot. With the release of the 2025 390 Adventure R and 390 Enduro R, the Austrian brand (despite its recent financial turbulence) is doubling down on performance and rewriting what riders can expect from lightweight adventure and dual sport machines.

Designed in-house by KTM and manufactured in partnership with Bajaj Auto in India, the new 390 platform powers five models: the Enduro R, Adventure R, Adventure X, SMC R, and Duke. Yet, each carves a distinct path through the dirt and on the road. 

Built around a completely overhauled LC4c engine, seeing an increase of 27cc, the bikes deliver noticeably more power than the previous 390’s, thanks in part to a longer stroke and revised gearing. In fact, the only part carried over from the outgoing 390 models is the piston itself. Everything else throughout the engine and chassis has been completely redesigned.

For this test, I climbed in the saddles of the 390 Adventure R and 390 Enduro R models.

The Same Platform

Built on the same chassis, engine, and suspension platform, the 390 Enduro R and 390 Adventure R share about 95% of their DNA. However, a few key differences dramatically influence how they ride and who they’re built for.

Both models are powered by the aforementioned new 399cc LC4c single-cylinder engine, a significant upgrade over the previous 373cc version. With a longer stroke and revised internals, the powerplant produces a claimed 44 horsepower and 29 lb-ft of torque. 

It’s the same high-revving unit now found in the 390 Duke, but tuned with different ECU mapping, gearing, and ride modes to better suit off-road and adventure riding. A six-speed gearbox, ride-by-wire throttle, and KTM’s modern electronics package round out the drivetrain, offering a level of refinement rarely seen at this price point.

The two-piece steel trellis frame also carries over from the Duke. It’s now paired with a bolt-on aluminum subframe designed to handle the rigors of off-road travel. 

Suspension is another standout. Both the Enduro R and Adventure R come equipped with fully adjustable 43mm WP Apex components delivering nine inches of travel—a rare feature in the lightweight dual sport segment that underscores their impressive value.

The electronics suite is identical on both models, featuring a crisp TFT display, Bluetooth connectivity, and intuitive handlebar controls. A quickshifter is available as an optional upgrade. You’ll definitely want to fork over the extra cash as it was one of the smoothest quickshifting experiences I’ve ever had—bravo KTM.

Curb weights come in at 364 pounds for the Enduro R and 388 pounds for the Adventure R. While heavier than trail-focused machines, like the 311-pound Honda CRF300L, they are noticeably lighter than midsize ADVs, which generally sit in the 400–500-pound range.

Although these bikes are remarkably similar on paper, they’re aimed at slightly different riders with different intentions.

Enduro R

The 390 Enduro R is stripped down and trail ready, built for riders who want minimal interference between themselves and the terrain. It features a taller, flatter handlebar bend for better leverage off-road, a minimal front fairing, and Street and Off-Road ride modes.

The Off-Road mode disabled the rear ABS and softened the throttle response for more precise control in loose conditions. You can also fully disable the ABS, giving the motorcycle a true dirt bike feel. The compact 4.2-inch TFT display keeps things simple and functional, showing only the essentials, and the ride modes were easy to toggle on the fly.

With a 2.37-gallon fuel tank, the Enduro R is sufficiently light to hustle through tight single track while remaining stable at higher speed. It comes fitted with Metzeler Karoo 4 tires, which are aggressive enough for serious off-road use right out of the box.

Adventure R

By contrast, the 390 Adventure R adds a layer of road-focused refinement. A slightly larger, more aerodynamic front fairing offers better wind protection at speed, and the bike includes three ride modes—Street, Off-Road, and Rain—making it a bit more versatile for varying conditions.

Unlike the Enduro R, the Adventure R does not allow full ABS deactivation. However, its Off-Road ABS mode was so well-calibrated that I imagine few riders will find themselves wishing for more control. In this mode, the rear ABS is disabled to allow for controlled lock-up and sliding, while the front wheel retains minimal, non-intrusive ABS intervention. It’s ideal for loose surfaces without compromising safety.

The five-inch TFT display is noticeably taller and more informative than the Enduro’s more compact unit, and the Adventure R is the only model in the lineup to feature cornering-sensitive traction control and ABS. Cruise control is also available as an optional upgrade, exclusive to this model.

The Adventure R has a slightly more relaxed, road-oriented cockpit with additional sweep in the handlebar. It comes fitted with Mitas Enduro Trail E07+ tires. They’re decent for mixed terrain, but not as aggressive as the Enduro’s Karoo 4s when it comes to deep sand or single track.

The fuel capacity increases to 3.7 gallons, with KTM claiming up to 69 mpg for a theoretical 250-mile range. In practice, I saw around 45 mpg during a mix of pavement and off-road riding.

On The Throttle

The LC4c engine produces its power higher in the rpm range, and it did take some getting used to. Its shift points are much longer than on most other bikes of this size, and the fifth and sixth gears felt almost like overdrive gears.

One thing that really stood out to me was the lack of vibration in the handlebar and footpegs. Most bikes get a little buzzy upwards of 60 mph, but not the 390. Even at 85 mph, there was no significant vibration coming through any of the touchpoints. 

This alone makes the 390 an incredibly versatile machine. Never would I hesitate to take it for a road trip if I needed to.

In the dirt, I quickly realized I needed to rev the engine more than usual to keep things moving. The first gear felt almost too tall for riding in tight woods, but since it has a slipper clutch, I leaned on that when needed without any worry. On really technical trails, it could be easy to stall the bike, and if I was riding like this often, I’d consider gearing down with sprocket selection.

How They Handle

Riding the Enduro R and Adventure R back-to-back reveals just how closely related these two bikes are. The experience is nearly identical—both feel remarkably planted, even through deep sand and rocky terrain. If it weren’t for the differences in tires, handlebars, and the more prominent cockpit on the Adventure model, you couldn’t tell them apart.

As someone who’s logged serious miles on both full-size ADV bikes and lightweight dirt bikes, I was surprised by how well the 390 platform blends the best of both worlds. It’s as if KTM distilled the confidence-inspiring heft of a larger adventure machine and the flickability of a trail ripper into one perfectly balanced machine.

The 390s are light enough to whip through single track, shimmying between tight trees with ease, yet stable and composed at higher speeds on open trails and service roads. They encourage an active riding style similar to a bigger bike. Use the pegs, work the rear wheel to steer, and let the front end dig in and guide the bike where you want to go. It’s a rare combo of nimbleness and stability.

Let’s Not Forget The Adventure X

I can’t overlook the Adventure X, the lower-spec, budget-friendly option in this lineup. Priced at $5,899, the Adventure X shares the same aggressive styling and front fairing as the Adventure R, but there are key differences that justify its lower price point.

Designed primarily for street riders or those new to adventure bikes, the Adventure X features non-adjustable 43mm Apex suspension with slightly reduced travel at 7.8 inches. It rolls on a cast-aluminum, tubeless 19/17-inch wheel set. 

The suspension and wheel choices lower the seat height to a more approachable 32.4 inches. The five-inch display is LCD rather than TFT, there’s no Rain mode, and cruise control isn’t an option. 

Additionally, the brake and clutch levers aren’t adjustable. The bike also uses the more rudimentary traction control, and the ABS is not cornering sensitive.

If you don’t plan to spend much time off-road or want an entry-level ADV that still performs well, the Adventure X offers solid value without breaking the bank. But if features like adjustable suspension, advanced electronics, and extra riding modes matter to you, the Adventure R is just $1,100 more and worth the upgrade.

The Competition

The 2025 KTM 390 Enduro R enters the lightweight dual sport arena with serious intent, taking on popular rivals like the Honda CRF300L, Kawasaki KLX300, and the new Suzuki DR-Z4S—the latter of which impressed us greatly in recent testing. Although the KTM may not have the highest pedigree in this group, it makes a strong case with competitive performance and a price tag that undercuts most of its competitors. 

Priced at $5,499, the Enduro R sits just above the Kawasaki KLX300 at $5,449, both bikes being some of the most budget-friendly options in the segment. But affordability isn’t the only story here—the KTM delivers a level of capability and refinement that puts it ahead of many peers. 

In this case, the KLX’s 292cc single produces 24 ponies, meaning the KTM’s the 399cc single has nearly double the power output. On top of that, the KLX300 has no ride modes, ABS, or electronics of any kind aside from basic fuel injection. With the 390 Enduro R, you get a lot more bike for only $50.

The 390 Adventure R also competes with these same lightweight dual sports, but also challenges larger middleweights, like the Kawasaki KLR650 ($7,249) and Suzuki DR650S ($7,199). On paper, their power-to-weight ratios are comparable, but after riding the KTM, it’s clear that its chassis and handling are in a league of their own right out of the box. 

Not to mention, both the Kawi and Suzuki are still missing all the electronic features that come on the 390, aside from the optional ABS on the former. Plus, you save a couple of hundred dollars buying the KTM.

Final Verdict

If I were buying a bike in this category today, the 390 Adventure R would be my pick.

It’s rare for a bike not only to compete within its class, but to effectively punch above it. Despite recent financial challenges, KTM continues to push the boundaries and raise the bar for the industry. 

The real question now is how the Bajaj-manufactured bikes will hold up over time. At this price, it’s not too much of a gamble to find out for yourself. 

If your riding skews toward trail exploration and spirited dirt work, the 390 Enduro R’s minimal bodywork and the ability to turn ABS fully off make it the more capable off-road machine. On the other hand, if you’re logging long miles, chasing horizons, and want a bit more wind protection and tech, the 390 Adventure R delivers without giving up its dirt credentials. Honestly, you can’t go wrong with either one.

Of course, there’s also the Adventure X, SMC R, and Duke—models that weren’t the focus of this review but are well worth mentioning for riders seeking more road-biased performance.

Technical Specs

+great value, top-notch performance, high-spec suspension
-first and second gear seemed a little too tall, tall bike for shorter riders

Distributor: KTM
MSRP: $5,499 (Enduro); $6,999 (Adventure)
Engine: LC4c, 1-cylinder, 4-stroke, DOHC, liquid-cooled
Displacement: 399cc
Power: 44hp @ 8,500 rpm, 28.8lb-ft @ 7,000 rpm
Transmission: 6-speed, slipper clutch, chain final drive
Weight (Wet): 364lbs (Enduro); 388lbs (Adventure)
Seat Height: 35in (Enduro); 34.2in (Adventure) 
Fuel Capacity: 2.37gal (Enduro); 3.69gal (Adventure)
Fuel Consumption: 45mpg (observed)
Fuel Grade: premium 
Colors: Orange/white/black (all models)