When riders put KTM’s stripped-down 390 Adventure X head-to-head with its fully-loaded sibling, the Adventure 390, the real story isn’t just about wheels or electronics—it’s about how each machine tackles highways, back-roads, and mild trails.
Both models share the same 399 cc LC4c single-cylinder engine, delivering 46 PS (45 hp) at 8,500 rpm and 39 Nm (29 lb-ft) at 6,500 rpm. They ride on identical steel-trellis frames, by-wire throttles with optional quick-shifter, and 6-speed gearboxes with assist/slipper clutches.
At 825 mm, the X’s seat is 5 mm lower, aiding riders under 5’8” in heavy traffic or at rest. Both bikes feature a narrow tank and rider triangle that riders describe as “slim yet commanding,” ideal for commuting and long days in the saddle. Pillion comfort on the standard model edged out slightly in Team-BHP road-trip reports, but the X remains plenty roomy for two.
On-Road Performance & Highway Cruising
On pavement, the alloy-wheeled X feels more flickable at 65–75 mph, thanks to its lighter wheelset and narrower front end. The Adventure 390, with its off-road-centric wheels, requires slightly more bar effort at speed but offers a planted feel on high-speed sweepers. Both bikes hit 0–60 mph in roughly 6 seconds, with riders noting a buzzy character above 6,000 rpm is unavoidable on any 400 cc single.
“Upwards of 5,000 rpm is when you feel the punch,” says automotive reviewer Tarun Gopal of ZigWheels, “and it has an exciting, aggressive power delivery beyond that”.
Despite its street bias, the X surprised many on gravel back-roads. It’s 181 lb wet weight and 200 mm of suspension travel let dual-sport riders confidently tackle fire roads and mild forest trails.
The standard model’s 21″ front wheel shone in deeper ruts and loose rock, but the X’s alloy wheels endured hard braking without the spoke-repair worries—even if its trail performance was “marginally underwhelming” compared to the bigger-wheeled version.
Suspension Tuning & Ride Quality
KTM’s fully adjustable WP Apex setup on the Adventure 390 earns praise for dialing in rebound and compression for mixed road surfaces. Yet many riders found the X’s non-adjustable suspension “accidentally plush,” smoothing small bumps better out of the box. Serious off-roaders will miss the compression-damping clicks, but weekends away on gravel and dirt require little more than preload tweaks.
Electronics & Rider Aids
The Adventure 390 boasts lean-sensitive ABS, switchable traction control, three ride modes (Street/Rain/Off-road), and cruise control—features tourers value on highways and variable conditions. The X keeps essentials: dual-channel ABS, a single Street/Off-road map, bi-directional quick-shifter, and Bluetooth navigation via its LCD dash—but forgoes traction control and cruise.
Value Proposition
With a $1,100 price gap, the X undercuts many competitors in the sub-$10,000 segment, such as the Honda NX500 and Royal Enfield Himalayan 450, while offering modern KTM performance and chassis dynamics. Riders often invest their savings in luggage, protection, or riding gear rather than electronics.
Reddit threads and forums praise the X’s agility in urban and highway settings, calling it “the best 400 cc all-rounder under $6K.” Off-road zealots still vote the standard model “no-compromise,” but the X is winning fans for value.
