KTM 390 Adventure R 2025 Travel Test - On/Offroad Tour

KTM has completely redesigned the 390 Adventure for the 2025 model year. The new KTM 390 Adventure R appears as more radical, sporty, and uncompromising while retaining its adventure DNA. The central question is whether it can still achieve the balance that makes the A2 adventure class so challenging: touring capability, stability on long stretches, agility in twisty sections, and off-road prowess.

A multi-day tour through northern Friuli serves as the ideal testing ground. Tight, twisty passes, varying surfaces, steep mountain roads, and gravel sections quickly reveal how serious KTM is about the new concept. But before tackling the first climbs, it's worth taking a look at the tech specs.

The liquid-cooled single-cylinder engine of the new 390 Adventure R delivers 398.7 cc, 45 hp at 8500 rpm, and 39 Nm at 7000 rpm. At 176.5 kilograms fully fueled, it is noticeably lighter than many competitors. Ride-by-wire, traction control, ride modes, and an optional quickshifter complete the modern package. The off-road suspension is the core of the new concept: WP Apex 43 mm fully adjustable fork, WP Apex split piston shock, each with 230 mm of travel and 272 mm of ground clearance. It features 21 and 18-inch spoked wheels fitted with Mitas Enduro Trail+ tires. With a seat height of 870 millimeters, a new TFT display, windscreen, handguards, and engine skid plate, the KTM resembles a miniature version of the larger adventure models.

The MoHo Bellavista in Ravascletto once again proves to be an ideally located home base for our test rides. Situated in the heart of northern Friuli, the hotel offers direct access to a variety of spectacular routes. From here, numerous mountain passes, gravel connections, and panoramic high-altitude roads start practically on the doorstep. The legendary Panoramica delle Vette and the pass over Monte Zoncolan are included, as well as a multitude of small, often overlooked mountain routes that can surprise even experienced Alpine riders.

The Bellavista is clearly geared towards motorcyclists. In addition to secure parking for bikes, it offers helpful services such as drying rooms for gear, tools, and route tips from staff who know the area well. The atmosphere remains down-to-earth and straightforward, which is pleasant after long days of riding. For touring riders and test teams, the hotel provides exactly the mix of functional facilities and relaxed hospitality needed for multi-day exploration rides in the Alps.

The journey takes you from Wiener Neustadt through Styria and Carinthia to the Italian borderideal for testing the long-distance capability of the 390 Adventure R. The large windshield provides excellent wind protection for riders around 1.75 meters tall. Taller riders may feel airflow around the forehead and slight turbulence, but these can be minimized by adjusting the riding posture. The seating position is sporty, with foot pegs set relatively high, creating a sharper knee angle than typical touring bikesstill suitable for long stretches but with a clear sporty orientation. The single-cylinder engine runs at around 7000 rpm at highway speeds. Acoustically, the engine is noticeable, yet the vibrations remain manageable and do not lead to numbness. For a small adventure tourer with a rev-happy engine, the outcome is solid.

The WP suspension initially shows its firm side, transmitting small bumps more noticeably. However, after reducing the damping, the 390 Adventure R becomes noticeably more comfortable and smoothly absorbs larger undulations. The seat reveals its firmness over time, which isn't surprising given the sporty focus. With a measured consumption of 4.22 liters per 100 kilometers and a 14-liter tank, ranges of slightly over 300 kilometers are realisticmore than adequate for long tours.

The real reward after the long highway stretch comes at the Nassfeld Pass. Here, the 390 Adventure R shows its greatest strength: agility. The long suspension travel cushions varying asphalt surfaces, and while the fork dives significantly during hard braking, it remains controllable. At the same time, the low weight allows the KTM to be effortlessly flicked from corner to corner. The steering response is light, precise, and sporty without feeling twitchy. Even with the chunky Mitas Enduro tires, the bike remains predictable. The wide handlebars facilitate intuitive leaning into corners, while the lightweight chassis provides excellent control.

The optional quickshifter operates quickly and reliably, although the gear lever doesn't always offer consistent feedback. The engine's sporty nature demands active shifting: only from around 7000 to 9000 rpm does it deliver enough power to tackle steep hairpins or tight sections with good drive. When descending, a weakness of the off-road-oriented braking system becomes apparent: the front brake has a soft bite point and isn't particularly resistant to fade. After some sporty braking, the stopping power noticeably diminishes. The rear brake is well-dosed but sits a bit high for seated riding. In road use, the traction control in "Street" mode intervenes too early. Since the engine delivers power in a linear and well-controlled manner, riding without TC works very well on dry roads.

The offroad sections of the tour lead over shallow gravel tracks, a military road, and finally up to the Straniger Alm at the Italian-Austrian border on paths roughened by timber transport. We initially planned to tackle more challenging terrain, but the KTM's strong offroad ambitions already had me overdo it in a gravel turn, and the resulting ground contact somewhat curtailed our plans. Nevertheless, even the light version of this nearly 1,500 km test provides us with enough impressions to assess the potential of the 390 Adventure R.

The standing ergonomics immediately feel spot on. The narrow waist facilitates movement, especially in tight gravel turns or controlled slides. Riders over 1.90 meters might consider a handlebar riser, but for average heights, the KTM offers an active, not too tiring off-road position. The WP suspension confirms its high quality even in the dirt. With 230 millimeters of travel, it provides enormous reserves, and even fast hits or rough bumps hardly unsettle it. The KTM inspires stability and confidence in loose terrain. The braking system is clearly tuned for off-road use: a soft bite point, well-dosed, and ABS can be deactivatedideal for controlled drifts.

However, the engine remains a polarizing factor. Its character demands high revs and frequent shifting to generate enough drive. In technical, slow sections, it lacks the strong low-end torque that many classic enduros and single-cylinder engines are known for. For sporty off-road riders who usually operate in the higher rev range, this is less of an issue. However, those expecting tractor-like power delivery will not find the ideal setup here. Yet, at just 176.5 kilograms fully fueled, the KTM remains the lightest serious A2 adventure tourer in the test, impressively demonstrating its physical advantages off-road.

For this test, I was equipped with the Stadler Transformer, a highly ventilated summer suit made from abrasion-resistant Cordura with large stretch panels and Level-2 protectors. Beyond Stadler's typically high quality, the Transformer jacket has a unique feature that makes it perfect for motivated enduro tours: the sleeves can be removed. Combined with a protector vest, the Transformer suit achieves an unprecedented level of ventilation and freedom of movement. The fit is close to the body but remains extremely flexible thanks to the stretch materialsespecially in off-road use. The jacket's eleven ventilation openings and the well-positioned vents on the pants ensure strong airflow, which was a real comfort boost in the warm Friuli region. The fall on gravel also showed that the Transformer withstands hard use with ease. For summer adventure tours, the Stadler Transformer is one of the highest-quality options on the market. More details can be found in the full Stadler Transformer review.