First Ride Review: KTM 1390 Super Adventure S EVO 2026

Originally, only a model update was planned. "But it somehow got out of hand," laughed one of the KTM engineers during the presentation of the numerous new features of the 1390 Super Adventure S EVO in Tenerife. The result is the new pinnacle of the orange adventure and touring segmenta bike packed with technical innovations and cutting-edge performance. Even with a year's delay, it's far from being outdated, as we discovered during an extensive ride. While parts of the frame and tank shape from the predecessor were retained, what we encountered was a completely new bike. Ten years after the first Super Adventure in 2015, it was simply time for the next big step, which, fortunately, was only postponed by the insolvency, not canceled.

The 75-degree V-twin has been increased in displacement from 1,301 to 1,350 cc, delivering 173 HP at 9,500 rpm, making the Super Adventure the most powerful touring enduro on the market, as Ducati's Multistrada V4 RS (180 HP) with its 17-inch wheels belongs to the crossover segment. The maximum torque of 145 Nm kicks in at 8,000 rpm. The engine features new throttle bodies, a two-millimeter increase in piston diameter, and most notably a Camshift system (variable camshaft timing/geometry) designed to enhance pull from 6,500 rpm. Additionally, the valve seats have been modified, allowing the valve adjustment intervals to be doubled from 30,000 to 60,000 kilometers!

The biggest innovation or rather revolution is the new AMT. KTM calls it an "automated manual transmission," but you might as well just call it automatic. What? Automatic in a KTM? Ready to Race? Seriously? The market and the customers will decide whether it catches on, but the system works so well that it doesn't detract from the bike's sportiness. Instead, it significantly boosts comfort. Riding in manual mode closely resembles using a Rekluse clutch, which isn't too far-fetched technically. However, the clutch lever is absent. Still, you can switch to manual shifting anytime, with several options to do so: a traditional foot lever, paddle shifters on the left handlebar, and even the ability to downshift by quickly closing the throttle. In practice, it feels like riding with a quickshifter, but the longer the test ride went on, the less I used this option because the automatic really works extraordinarily well. Shifts are never unexpected; the system immediately inspires confidence and lets the gears slip in seamlessly. There are three shift stages available: Comfort, Street, and Sport, each differing in how high the engine revs before shifting and always linked to the respective riding mode. In Sport mode, it gets genuinely athletic, almost too much on twisty roads, while the two more moderate modes allow for a smoother, albeit hardly slower, dance through the curves. Moderate might be an overstatement, as even Comfort isn't sluggish but absolutely "KTM-worthy," and turned out to be the most pleasant shifting option for me. If you intervene in automatic mode using the foot lever or paddle shifters, you remain in manual mode for four seconds before the system returns to automatic. Naturally, you can't stall the bike in manual mode either; if you don't shift to neutral yourself when stopping, the system does it for you. Besides these six gears, there's also an eighth position, namely P for Park, which locks the rear wheel.

Just like the AMT, KTM has tightly integrated the semi-active suspension into the rest of the electronics, especially the riding modes. The latest generation of WP Apex SAT with 220 millimeters of travel front and rear responds even faster and more sensitively to various data and road conditions, enhancing comfort and, in conjunction with the stiffer frame, providing even more riding stability. The fork features a new cartridge concept, and each riding mode has its own suspension setup, which can be adjusted in the menu. For aggressive riding, the Sport setting is recommended, as it guides the bike through curves of any radius as if on rails. The preload on the shock absorber can be adjusted either individually or automatically, ensuring the vehicle remains at the same level even with varying loads. As with the previous model, the fork includes an electronic "anti-dive" function that prevents it from diving. Although useful for sporty riding, I personally miss the front-end feedback that a traditional upside-down fork provides. This is why the function was largely unused during our tour on Tenerife's twisty roads. The electronically controlled damping works so well that, like almost everything on this bike, it can be tailored to personal preference. Whether you prefer it comfortably soft or sportily firmit's just a matter of settings.

All settings and readings are done on an 8-inch portrait-oriented TFT color display with a touchscreen that responds to gloved hands and features a split-screen function. Besides standard smartphone connectivity for calls or music, the display boasts integrated offline navigation that doesn't require a mobile connection. You only need Wi-Fi or a hotspot to download map data, freeing you from network worries on the go. With 32 gigabytes of storage, there's ample room for maps of several countries, ideal for extended trips. However, routes still need to be planned on the display as you can't import GPX files or create and transfer routes from a PC or phone appfeatures expected to be available next year when new owners begin their longer tours. We navigated independently to both the lunch stop and back to the hotelit works well, with active speed warnings and excellent readability. Once these minor issues are resolved, a conventional GPS will be unnecessary on the KTM 1390 Super Adventure. All menu functions can be operated via the touchscreen or the new joystick on the well-organized handlebar, considering the wealth of functions. The feel of the switches is solid, and despite numerous settings options, navigating through the KTM's features is straightforward.

Convenient: A dedicated mode button on the right handlebar allows for quick switching between riding modes. Standard modes include Street, Rain, Sport, Offroad, and a fully customizable mode, each fine-tuning the interaction between throttle response, traction control, ABS, engine braking (a first for KTM), electronic suspension, and AMT shift settings. In practice, it makes sense to combine a gentler shift mode with sharper throttle response or varying damping, so saving your preferred setup on this bike is definitely recommended. Or better yet, save three, which requires opting for the highly recommended Rally Mode as an extra. This not only provides two additional custom modes but also allows for nine-level traction control adjustments on the fly. Additionally, the new Dynamic Slip Adjuster, which made its debut in the new 690 Enduro R, is gradually being introduced to KTM's adventure models, with the 1390 Super Adventure, including the S EVO, S, or R we tested, leading the way. What does this mean? If you encounter a section with loose terrain, like a steep gravel climb or a muddy patch, and the traction control is set too high, the electronics detect that the wheel drive doesn't match the throttle position and adjust the TC until the obstacle is cleared, then returns to the original setting. It's impressively seamless. The only reason not to constantly ride in Rally Mode, which also pairs with road ABS, is that ACC isn't available in this mode.

This brings us to the next technical highlight of the new 1390 Super Adventure S EVO: the radar-controlled Adaptive Cruise Control. Produced by Bosch, the system has significantly improved in terms of sensitivity and capabilities. For long distances, you could practically use the cruise control continuously, and with the new Stop-and-Go function combined with the AMT, it even works in city traffic. After briefly stopping behind the vehicle in frontwhether a car or a motorcyclethe SAS resumes driving automatically, but only if the stop is under three seconds; otherwise, you need to give a brief throttle input manually. The throttle response is determined by the preset mode, whether Sport, Comfort, or Group Ride, which optimizes cruise control for riding with multiple motorcycles. These are great comfort features, further complemented by radar-enhanced safety features. For example, the system prohibits overtaking on the "wrong" side while in cruise controlright side for us, left for the Britsthough this is rarely useful in practice since sometimes the right lane moves faster on the highway. Even without active cruise control, the emergency braking assistant functions, actively supporting braking when the vehicle in front decelerates significantly and the system believes you're getting too close. It works well with cars; however, in a fast-paced motorcycle group, the electronics intervene a bit too early for my taste. There's no interference with the brakes if you simply overtake a slower vehicle. Unlike the previous ACC, which couldn't be retrofitted, you can now equip a Super Adventure S or R, which comes standard with conventional cruise control, with the radar sensor from the Power Parts catalog.

All of this contributes to the 1390 SAS EVO striking a better balance between comfort and sportiness than just about anything else on the market. The bike is suitable for relaxed touring and traveleven two-up with luggage, as its impressive power leaves no doubtand equally for genuinely spirited riding. With a flick of the wrist (right on the throttle), the relaxed companion transforms into a powerhouse flexing its muscles! Whether tight or sweeping curves, the bike is effortlessly maneuverable. The handlebar, 30 millimeters wider than its predecessor and equipped with standard vibration damping, supports active riding in a relaxed, upright position. The seat height of 847 or 867 millimeters is quite moderate for an adventure bike. The knee angle is comfortable for my 1.75 meters, though the still fairly wide tank can compromise the seating position, especially when things get sporty. There's nothing to complain about with the wind protection from the newly designed screen, which now adjusts 70 millimeters in height instead of 50, and should allow minimal turbulence for riders up to 1.85 meters tall. The footpegs have moved 10 millimeters outward and 8 millimeters downward, making standing more comfortable without noticeably affecting the SAS's proverbial lean angle freedom. Maybe twice during our ride did the pegs briefly touch the asphalt, which seems negligible considering the countless curves.

In terms of fuel consumption, the powerhouse showed little restraint; by the end of the day, the display indicated 7.1 liters per 100 kilometers, with the figure occasionally even higher. This warrants closer examination in practice. KTM states a standard consumption of 6.7 liters, which, combined with the 23-liter fuel tank, still allows for a realistic range of about 350 kilometers, although it's more than the already capable predecessor averaged. The 1290 Super Adventure S could realistically be ridden with well under 6 liters. At 227 kilos dry and 245 fully fueled, the new model is definitely among the lighter options in the high-performance touring motorcycle category. Its impressive payload of 230 kilos makes it well-suited for two-up travel. It can even venture into the Tiroler Außerfern, as with a stationary noise level of 91 dB, the KTM can merely smirk at the arbitrary 95-decibel restriction.

Conveniently, the larger compartment in front of the fuel cap now easily accommodates an XXL smartphone and allows for charging on the go via a USB-C connection. The well-organized toolkit under the seat leaves nothing to be desired. In terms of standard tires, KTM doesn't skimp either, fitting the Dunlop Trailmax Meridian, a premium 90/10 tire, which some felt the Mitas Terraforce didn't quite live up to. Besides AMT and ACC, the 1390 Super Adventure S EVO also comes with a center stand as standard, priced at 25,399 euros in Austria and 22,999 in Germany. Opting out of the automatic and adaptive cruise control reduces the price of the Super Adventure S by two grand (23,399 and 20,999, respectively), while the R model is priced at 23,799 in Austria and 21,399 in Germany. These prices are quite competitive compared to rivals like Ducati or BMW, though they can certainly increase with a wide range of Power Parts available.

There's no doubt: The 1390 Super Adventure S EVO, designed, developed, and manufactured in Mattighofen, is an immensely important model for KTM on its challenging path to regaining lost customers and trust. Technically, it is beyond reproacha top-tier motorcycle, also in terms of feel and detailed craftsmanship. The amusing feature of finding "Austrian" as a language option in the menu, with terms like "Schoitblitz" for shift light or "Owe vom Gas" for closing the throttle, adds a touch of humor and showcases the proudly displayed patriotism. The aim is to secure Austria as the production site for the larger models and the Hard Enduro and Motocross product lines in the future. However, the deciding factor will be quality. Satisfied customers want to ride the bike, not push it into the workshop for repairs. A four-year warranty is commendable, but ultimately irrelevant if the product doesn't meet expectations. The technical foundation with the 1390 Super Adventure is certainly laid, but the well-deserved initial praise from an impressive test day must be proven in the long run. The Orange Bleeders have suffered enough in the past twelve months; the new models need to put a smile back on their faces under the helmet if KTM wants to remain a strong player among the industry's giants.