First Ride Review of the 2026 KTM 1390 Super Adventure S EVO

Certainly! Here's the revised translation:

Only a routine model refresh was intended. "But things got a bit out of hand," laughed a KTM engineer during the unveiling of the 1390 Super Adventure S EVO's numerous features in Tenerife. It's become the new flagship of the orange adventure and touring segment, crammed with cutting-edge tech and high-performance features. Despite a year's delay, we confirmed on a thorough riding day that it is anything but outdated. While elements like the frame and tank shape from the predecessor remain, the rest is entirely new. Ten years after the original 2015 Super Adventure, it was time for the next big leap, merely postponed by insolvency, not canceled.

The 75-degree V-twin engine's displacement has been increased from 1,301 to 1,350 cc, delivering a robust 173 HP at 9,500 rpm, making the Super Adventure the most powerful touring enduro currently on the market. This is because Ducati's Multistrada V4 RS (180 HP) with its 17-inch wheels falls into the crossover segment. The maximum torque of 145 Nm kicks in at 8,000 rpm. The engine has received new throttle bodies, an increased piston diameter of two millimeters, and most notably, a Camshift system (variable camshaft timing/geometry) aimed at enhancing pull from 6,500 rpm. Additionally, the valve seats were 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 can simply call it an automatic. What? An automatic in a KTM? Ready to Race? Seriously? Whether the market and the riders will embrace it remains to be seen, 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 is reminiscent of using a Rekluse clutch, which isn't a huge leap technically. However, there's no clutch lever in this setup. You can still switch to manual shifting at any time, with several options: a traditional foot lever, paddle shifters on the left handlebar, or simply by briefly closing the throttle to downshift. It functions like riding with a quickshifter, but the longer the test ride went on, the less I found myself using that feature because the automatic works incredibly well. Shifts are never unexpected, and the system inspires instant confidence, allowing the gears to slip in seamlessly. Three shift modes are available: Comfort, Street, and Sport, each differing by how high the engine revs before shifting and always linked to the respective riding mode. In Sport, it really lives up to the name, almost too much so on winding roads, whereas the two more moderate modes offered a smoother, but not necessarily slower, ride through the turns. Moderate might be an overstatement; even Comfort mode is not sluggish and proved to be the most pleasant shifting option for me. If you intervene in the automatic mode with the foot lever or paddle shifters, you stay 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 do it yourself, the system shifts to neutral when coming to a stop. Alongside the six gears, there's an eighth position, 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 220mm 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 greater riding stability. The fork received a new cartridge design, and each riding mode has its own suspension setup, which can still be adjusted in the menu. For aggressive riding, the Sport setting is recommended, allowing the bike to carve through turns of all radii like it's on rails. The preload on the rear shock can be adjusted both manually and automatically, maintaining the same level even with varying loads. As with the previous model, the fork features an electronic "Anti-Dive" function that prevents it from diving under braking. While useful for sporty riding, I personally miss the front-end feedback that a traditional upside-down fork provides, which is why we largely left the function unused during our tour on Tenerife's winding roads. The electronically controlled damping works so well that, like almost everything on this bike, you can tailor it to your needs, whether you prefer it comfortably soft or sportily firm—it's all up to your settings.

Settings and readings are managed on an 8-inch portrait-oriented TFT color display with a touchscreen that responds to gloves and offers a split-screen function. In addition to standard smartphone connectivity for calls or music, the display boasts integrated offline navigation that doesn't require a phone connection. You only need Wi-Fi or a hotspot to download maps, leaving you worry-free about network issues while on the go. With 32 gigabytes of storage, there's room for maps of several countries, perfect for extended trips. However, routes currently need to be planned on the display itself—importing GPX files or creating routes on a PC or mobile app isn't possible yet. These features are expected to be available next year when future owners in our regions start their longer trips. We were able to navigate independently to both our lunch stop and back to the hotel—it worked well, with active speed warnings and great readability. Once these minor issues are resolved, a conventional GPS system on the KTM 1390 Super Adventure will be unnecessary. All menu functions can be operated via the touchscreen or the new joystick on the well-organized handlebar, considering the wealth of functions available. The switchgear feels solid, and despite numerous settings, you can quickly find your way around the depths of the KTM.

Convenient: A dedicated mode button on the right handlebar lets you quickly switch between riding modes. Standard modes include Street, Rain, Sport, Offroad, and a fully customizable Custom Mode, which fine-tunes the interaction between throttle response, traction control, ABS, engine braking (a first for KTM), electronic suspension settings, and AMT shift stages. In practice, it makes sense to mix and match, like a softer shift mode with sharper throttle response or different damping. It's definitely worth saving your favorite combinations on this bike. Or better yet, save three combinations by opting for the highly recommended Rally Mode as an extra. This gives you not only two additional Custom Modes but also the ability to adjust traction control on-the-fly in nine levels. Additionally, there's the new Dynamic Slip Adjuster, which debuted on the new 690 Enduro R and is gradually being introduced to KTM's touring enduro models. The 1390 Super Adventure, whether the tested S EVO, S, or R, leads the way. What does it do? When encountering loose terrain, like a steep gravel ascent or a muddy section, and the traction control is set too high, the electronics realize the wheel propulsion doesn't match the throttle input and reduce the TC until the obstacle is overcome, then revert to the original setting. It works almost alarmingly well. The only downside to riding constantly in Rally Mode, which can be paired with street ABS, is that ACC is not 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. This Bosch-produced system has significantly enhanced its sensitivity and capabilities, allowing cross-country travel virtually on cruise control. Thanks to the new Stop-and-Go function combined with the AMT, it can even handle city traffic, resuming automatically after a brief stop behind a vehicle, whether a car or motorcycle. However, it only resumes automatically if the stop is under three seconds; otherwise, a quick manual throttle input is required. The acceleration behavior is determined by the preset choice—Sport, Comfort, or Group Ride, the latter being optimized for riding with multiple bikes. These fantastic comfort features are complemented by safety features from the radar system. For example, it prevents overtaking on the "wrong" side while on cruise control: on the right for us, on the left for the Brits—a feature one might not frequently use, given that sometimes the right lane moves faster on highways. Even without active cruise control, the emergency brake assist actively supports braking if a vehicle ahead decelerates noticeably and the system perceives a close approach. This works well with cars, though in a fast motorcycle group, the electronics tend to intervene too early for my taste. There's no "interference" from the ghost hand on the brakes if you're simply going faster than the vehicle ahead—you might be planning to overtake. Unlike the previous ACC, which couldn't be retrofitted, the current system allows a Super Adventure S or R, which comes standard with conventional cruise control, to be equipped 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 nearly anything else on the market. This bike is perfect for relaxed touring and traveling—even two-up with luggage, as its impressive power leaves no doubt—just as much as it is for spirited riding. With a quick twist of the throttle, it transforms from a laid-back companion into a powerhouse flexing its muscles! Whether tackling tight or sweeping curves, the bike handles playfully, aided by a handlebar that's 30 millimeters wider than its predecessor, with standard vibration damping that supports active riding in a relaxed upright position. The seat height of 847 or 867 millimeters is quite moderate for a touring enduro. The knee angle is comfortable for my 1.75-meter frame, although the still quite wide tank affects the seating position slightly when the ride gets sportier. There's nothing to complain about with the wind protection, thanks to the newly designed windscreen, which is now adjustable by 70 millimeters in height instead of the previous 50, minimizing turbulence for riders up to 1.85 meters tall. The footpegs have moved 10 millimeters outward and 8 millimeters downward, making it more comfortable to stand while riding without noticeably compromising the SAS's renowned cornering clearance. Maybe twice during our ride did the pegs briefly scrape the asphalt, which is negligible given the countless curves.

In terms of fuel consumption, this powerhouse wasn't exactly modest. By the end of the day, the display showed 7.1 liters per 100 kilometers, with occasional spikes even higher. This, however, requires closer examination in practice. KTM claims 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. However, it's more than the already robust predecessor averaged. The 1290 Super Adventure S could realistically be ridden on significantly less than 6 liters. Weighing in at 227 kilos dry and 245 fully fueled, the new model is certainly one of the lighter touring motorcycles in the high-performance class. Its impressive payload capacity of 230 kilos further prepares it for two-up travel. It can even venture into Tyrol's Außerfern region, as with a stationary noise level of 91 dB, the KTM merely chuckles at the arbitrary 95-decibel limit.

Conveniently, the larger compartment in front of the fuel cap now easily accommodates an XXL smartphone and can charge it on the go via a USB-C port. The well-organized toolkit under the seat leaves nothing to be desired. KTM doesn't skimp on the standard tires either, fitting the Dunlop Trailmax Meridien, a premium 90/10 tire, which some felt the Mitas Terraforce couldn't quite match. In addition to AMT and ACC, the 1390 Super Adventure S EVO comes with a center stand as standard, priced at 25,399 euros in Austria and 22,999 in Germany. Opting out of the automatic transmission and adaptive cruise control saves two grand, bringing the Super Adventure S down to 23,399 and 20,999 euros, respectively, while the R model costs 23,799 in Austria and 21,399 in Germany. These prices are quite competitive compared to rivals from Ducati or BMW, though they can rise with the extensive range of Power Parts available.

There's no question: The 1390 Super Adventure S EVO, designed, developed, and manufactured in Mattighofen, is a crucial model for KTM on its challenging path to regain lost customers and trust. Technically, it stands beyond doubt as a top motorcycle, also in terms of feel and attention to detail in craftsmanship. The amusing addition of an "Austrian" language option in the menu, with terms like "Schoitblitz" for shift light or "Owe vom Gas" for closing the throttle, provides a little chuckle and showcases the proudly displayed patriotism. The aim is to secure Austria as a production location for major models and the hard enduro and motocross range in the future. However, quality will be the deciding factor. Satisfied customers want to ride the motorcycle, not push it into the workshop for repairs. While a four-year warranty is commendable, it ultimately becomes irrelevant if the product doesn't meet expectations. The technical foundation is certainly laid with the 1390 Super Adventure, and while it deserves the accolades after an impressive test day, they must be proven in long-term use. The Orange Bleeder have suffered enough over the past twelve months, and the new models must bring smiles back under helmets if KTM is to play a sustainable role among the industry's giants.