Review: 2026 KTM 1390 Super Adventure R

KTM has overhauled its flagship off-road adventure model for 2026 substantially, rebranding the long-running 1290 Super Adventure R as the 1390 Super Adventure R with a sweeping set of mechanical and technology updates. Over the course of two and a half days, I got to swing a leg over the all-new model, testing it at highway speeds, curvy road sections, rocky trails, and even over unexpected sand whoops. The thrilling Southern California route allowed me to experience just about every riding condition an ADV rider might encounter.

Camshift Technology

At the heart of the changes is a new 1350cc LC8 V-twin engine featuring KTM’s Camshift variable valve timing system. It’s another automotive innovation that has made its way to the motorcycle world, and we’re seeing more OEMs use it. Camshift is KTM’s solution to a problem that has always plagued big adventure bikes: balancing a large, powerful engine’s output so that it behaves itself in the dirt. The 1390 Super Adventure R has 173 hp and 107 lb-ft on tap, so you can see that KTM needed to come up with something.

Traditionally, engineers have had to pick a lane. Tune the motor for smooth, manageable low-end torque, and you’ll give up top-end power. Chase peak horsepower, and the engine becomes jerky and unpredictable at slow speeds. That’s not what you want off-road.

Camshift sidesteps this trade-off by giving the engine two different cam profiles built into the same camshaft. At low rpm, it runs on a gentler lobe that keeps power delivery smooth and predictable. When the engine reaches 5,500-6,500 rpm, an electronically controlled actuator slides the camshaft sideways in milliseconds, engaging an aggressive lobe that opens the valves higher and longer, producing significantly more power. The transition is seamless. There’s no sudden hit or flat spot, just a progressive surge. I didn’t notice it unless I was staring at the tach. It’s almost impossible to feel during acceleration, but after some conversations with KTM’s test rider, I paid more attention to the transition on deceleration. Then it was a little more noticeable.

The system isn’t just triggered by the rpm, though. The engine control unit (ECU) also reads throttle position, engine load, and the selected ride mode. In Off-Road mode, the switch happens later and more gently, while in Sport mode, it comes in earlier and harder. That’s why the same engine felt docile and controllable on a rocky trail and like a rocket on the road. Within a minute on the first unpaved section, I was fully in control of the 1390 with more confidence than ever.

Technology can be a beautiful thing. I found myself feathering the clutch less frequently in the slower sections. When the test ride hit ridiculous speeds on the pavement, it seemed like I would run out of road before running out of speed.

Other Updates

In other new features, the handlebar is now wider and the footpegs farther away from the center. The chassis has been reinforced for added durability and fitted with new handlebar clamps incorporating a dampened mount to reduce rider fatigue. Suspension duties fall to fully adjustable WP Xplor units front and rear, offering 9.4 inches of travel and a progressive damping system rear shock. Braking hardware sees an upgrade to Brembo master cylinders and pads.

In the cockpit, a new vertical eight-inch full-color TFT touchscreen serves as the hub for an expanded rider aids suite. It includes lean angle-sensitive traction control, cornering-ABS with an off-road mode, and five standard ride modes, as well as integrated map navigation with offline routing capability. It’s quite the display, and even with so much customization, it’s easy to read and use.

The text and graphics are large enough to read without squinting. You can drag certain sections up and down to, for example, make the map larger or smaller. It’s a nice feature, but as with most fancy things in life, I wonder how well it will hold up over time. The integrated GPS can lead you to any destination without a phone or an app. Simply punch in the address and go. However, the navigation only takes you from point A to B and doesn’t offer the ability to import custom tracks, which is an obvious miss. Then again, I know from personal experience how difficult that is to develop.

Keyless ignition is standard, cruise control is included, and an optional Tech Pack adds hill hold, motor slip regulation, a quickshifter, and a sixth Rally ride mode.

On the Road

The usual ride modes accompany you on your journey, but KTM has made the selection process a little easier. A button on the right handlebar cluster cycles through the options, and pressing the joystick button on the left locks it in. With each ride mode, the various settings, like ABS and traction control, are preselected, and I could set each from the same screen without delving deeper into the menus. The bike now also remembers all the settings after shutoff. I suspect most riders will use two ride modes and rarely feel the need to keep messing with the fine-tuning.

The windscreen is designed for off-roading and is shorter than the one on the S Evo. It can be adjusted easily by turning one of the knobs on the left or right. The lowest position let me see the trail ahead clearly, while the highest position kept me in a good bubble at interstate speeds. The windscreen also wraps around the vertical display.

On the Trail

After the first trail winding its way up to Idyllwild, I was shocked at how easy the 1390 Super Adventure R was to ride. I selected Rally mode, set slip control to 5, and blasted up the mountain with confidence. All the slides were controlled and, most importantly, purposeful. My throttle inputs surely weren’t completely smooth, yet the power came predictably.

I’m a big believer that conquering a challenging section with speed is much easier than riding slow and examining every dust particle in front of you. The 1390 made conquering obstacles effortless. Instead of worrying about rocks, ruts, and sand, I twisted the throttle and seemingly floated over whatever the road threw at me. The WP suspension works hard, but after ripping through an expert section with relative ease, you realize why you paid top dollar for it.

Dunlop Trailmax Raid tires come fitted as standard, targeting a balance of off-road grip and on-road composure. After having tested the Continental TKC 802 recently, I’m excited to give them a spin on the 1390 Adventure R as well. Like most organized off-road rides, KTM fully inflated the tires with 35 psi. Nobody wants to repair a tire trail-side. Of course, with less air, my confidence would have increased even more, but I didn’t even think to drop the pressure. It’s an added bonus for riding paved and unpaved roads in rapid succession.

Flo’s Lowdown

The Tech Package costs an extra $957.95, but the features are worth it. Buying this bike without access to its full capabilities just doesn’t make sense. Adaptive cruise control is also an extra option, but I think you can skip that one.

The BMW R 1300 GS is the obvious comparison here. If you mostly travel with a passenger, haul luggage, and prioritize road comfort, then the BMW is more suitable, even if you pay more. The Ducati Multistrada V4 Rally doesn’t seem to compare well on paper, coming in at $10,000 more than the KTM. Paying well over $30,000 for a motorcycle would give me a mental block when hitting the trail.

So, who is the 2026 KTM 1390 Super Adventure R for? It’s for those who mostly ride solo, with or without luggage, and want the most powerful ADV bike on the market that can tear up the twisties. But it also gives you the option to attack the trail with stupendous confidence. KTM offers an unlimited four-year warranty for all 2025 and newer models, including the R.

Technical Specs

+dialed in and ready to go, capable, approachable performance
-longevity of TFT display, key fob (personal pet peeve)

Distributor: KTM North America
MSRP: $21,649 (base); $22,607 (as tested)
Engine: 75° V-twin, liquid-cooled, 4-stroke
Displacement: 1350cc
Power: 173hp @9,500rpm; 107lb-ft @8,000rpm
Transmission: 6-speed, quickshifter (optional), chain final drive
Rake/Trail: 25.2°/4.4in
Weight (Wet): 547lbs
Seat Height: 34.6in
Fuel Capacity: 6.1gal
Fuel Grade: premium
Color: white/blue/orange