The first rays of dawn cut through my visor as I throttled up the gravel switchbacks, the single-cylinder thump beneath me reassuring despite the hour.
Five thousand kilometers later, as I write this, parked at a freeway gas station after another long haul, the same question echoes that haunted me at the dealership: Would I still sign that cheque today?
When prominent adventure riding instructor Quinn Cody calls the 390 R “a bike that punches well above its weight class”, he’s not just talking specs. After logging serious miles across urban chaos, highway slogs, and weekend trail escapades, I’ve discovered both the magic and the reality behind KTM’s latest orange offering.
My Journey
| Detail | Specification |
|---|---|
| Variant | 2025 KTM Adventure 390 R (spoked 21″/18″ wheels) |
| Mileage Covered | 5,000 km (mix of city, highway, dirt) |
| Rider Profile | 70 kg, 60% commuting / 40% weekend adventures |
| Key Mods | Tail rack, hand guards, aftermarket seat foam |
The Honeymoon Highs That Lasted
The 399cc LC4c single transformed my daily commute from mundane to engaging. Unlike the vibration-heavy reputation of its predecessors, this engine cruises smoothly at 110 km/h while sitting at just 5,500 rpm. The optional quickshifter becomes addictive once you hit 4,000 rpm—seamlessly slicing through gears during spirited highway overtakes.
KTM’s decision to equip 230mm of WP Apex travel pays dividends everywhere. The adjustable compression and rebound settings (right on the fork caps) mean I can dial in perfect comfort for commuting, then firm things up for weekend trail abuse. One owner perfectly captured it: “The suspension soaks washboard gravel and urban potholes equally well”.
The 5-inch TFT display, paired with three ride modes (Street, Rain, and Off-Road), genuinely transforms the riding experience. Off-Road mode’s ability to retain ABS/TC settings after a stall gave me the confidence to tackle technical sections I’d have avoided on lesser bikes. The cornering ABS and traction control work so seamlessly, you forget they’re there—until they save you.
The Reality Checks Nobody Talks About
Despite improvements, noticeable buzz hits at 4,200 and 5,000 rpm through both pegs and bars. It’s manageable, but plan your cruising speeds accordingly.
That firm single-piece seat becomes your nemesis after 200km of highway riding. Multiple owners share the same sentiment: “Use aftermarket seats for better comfort in long rides.”
My first major annoyance? A loose headlight screw creating constant rattling noise during highway runs. While easily fixed under warranty, it highlights ongoing fit-and-finish issues that shouldn’t exist on a ₹4+ lakh ($6999+) motorcycle. The white side panels also show scuff marks from knee gripping—something the previous generation’s black panels hid better.
Real-World Performance Across Three Scenarios
- Daily Urban Commuting: 7/10
The upright posture and narrow waist make traffic filtering effortless. However, first gear remains tall, requiring clutch slip for tight U-turns. Heat management around the ankles is noticeable in stop-and-go traffic, though far better than the previous generation.
- Highway Touring: 8/10
Here’s where the 390 R truly shines. Steady 130 km/h cruising capability with the cruise control (when it works) transforms long-distance comfort. The windscreen effectively shields your chest, though taller riders report some helmet buffeting. One minor frustration: the Apollo Tramplr tyres produce noticeable drone between 95-105 km/h.
- Weekend Adventures: 9/10
This bike’s sweet spot. The suspension rarely bottoms out over rocky fire roads, and the 176kg wet weight keeps low-speed tip-overs manageable. Off-road grip from the spoked wheels is confidence-inspiring, though the modest low-end torque means you’ll work second gear harder on steep climbs.
Against The Competition
| Rival | KTM 390 R Wins | KTM Shortfalls |
|---|---|---|
| Royal Enfield Himalayan 450 | 15kg lighter, quicker, better electronics | RE offers plusher seat comfort |
| Honda NX500 | Superior off-road geometry, spoked wheels standard | Honda’s twin-cylinder smoothness |
| BMW G 310 GS | More power, comprehensive TC/ABS suite | BMW’s service network reach |
Would I Buy It Again?
Leaning toward yes, with conditions.
This isn’t the perfect adventure bike—it’s the compelling one. After 5,000 kilometers of real-world abuse, the 390 R delivers on KTM’s promise of accessible adventure capability. The nimble chassis, class-leading electronics, and genuine dual-sport chops keep every ride engaging.
I’d hesitate if your priority is mirror-smooth long-haul comfort or showroom polish over playful versatility. But with a budget for seat upgrades and perhaps a sprocket change for low-end grunt, the answer remains yes—the grins consistently outweigh the gripes.
