KTM 390 Adventure X Review 2025 - The Underrated All-Rounder

As we do every year, this February and March we escaped the cold temperatures and salty roads of Austria by heading to Spain. Our remote garage near Barcelona shortens the winter and gives us the early opportunity to properly test the season's latest motorcycle releases. Among the exciting models like the BMW R 1300 RS, KTM 1390 Super Adventure R, Stark Varg SM, and Triumph Street Triple X, the KTM 390 Adventure X also joins the lineup. Although it's been on the market since 2025, last year all eyes, including ours, were on its aggressive R sibling during the KTM 390 Adventure R test, and the X never got its turn. It's high time to change that.

The KTM 390 Adventure X stands in the shadow of its more aggressively marketed sibling, the Adventure R. While the R is hailed as the new A2 off-road hope, the X version feels almost like an understated option in the lineup. Yet, for many riders, it’s the more practical choice. The approach is clear: less extreme, more everyday usability. With road-oriented tires—19 inches at the front and 17 inches at the rear—shorter suspension travel of 200 millimeters, and a non-adjustable suspension, the direction is evident. Details like the lower handlebars and the simple LC display further emphasize this orientation. For the Adventure X, you only need to pay €6,399 (AT price), while the R version starts at €7,799. The basics remain the same: a single-cylinder engine from the 390 Duke, a new frame, and a platform designed to remain deliberately versatile. A seat height of 825 millimeters makes it clear that accessibility plays a big role here. Even shorter riders can stand comfortably, which is a real plus for everyday use and maneuvering.

In urban settings, the 390 Adventure X really showcases its strengths. The lower seat height provides security during slow maneuvers, weaving through traffic, or navigating uneven parking lots. Beginners benefit greatly from this, as the bike remains controllable at all times. This is further aided by the light clutch, which is very easy to modulate. The engine is intentionally subdued in the lower rev range. Following a recall and ECU remap in 2025, the single-cylinder now feels slightly more confident at low RPMs, yet its character remains unchanged. It’s gentle and almost too tame down low, but significantly livelier at higher revs. Riders wanting to accelerate quickly need to be proactive with gear shifts. In the wrong gear, not much happens. This is where the optional quickshifter comes in handy, working smoothly even at low revs and making frequent upshifts in city traffic easier. The steering angle is solid, although not class-leading, and the LC display does its job, albeit looking more functional than modern.

Once you hit the open road, the character of the bike becomes clearer. The engine demands revs and only starts delivering noticeable power around 5,500 to 6,000 RPM. Below that, it feels almost lethargic, but above it, pleasantly lively. In practice, this means that if you want to ride dynamically, you need to be active and choose the right gear. The X version benefits from its road-focused geometry. The smaller front wheel and shorter suspension travel make it noticeably more agile than the R. It steers easily, the nearly 180 kilograms lean willingly, and the Adventure X provides a solid feel for the front wheel. The suspension itself is a pleasant surprise. Despite the lack of adjustability, it strikes a good balance between comfort and stability. Bumps are smoothly filtered out without the bike feeling too soft or starting to wallow. This shows that the tuning has been well executed.

The braking system, however, is less convincing. The Bybre brakes feel overall very softly tuned. The bite point is spongy, the lever travel is long, and it takes noticeable effort to build up real stopping power. For more intense braking, the rear brake is also required. Particularly in sporty riding, it lacks clarity and feedback. The durability is also in question, especially on longer descents. In the context of the overall concept, this is still acceptable, as the Adventure X is not meant to be an aggressive sport machine. Nevertheless, a bit more precision would have been desirable here.

On the touring front, the KTM presents a surprisingly solid package. The wind protection is adequate for average-sized riders, though taller riders might find the airflow hitting their helmet, causing turbulence. However, the fairing effectively shields the upper body. The range is also impressive. With an average fuel consumption of around 3.5 liters and a 14-liter tank, realistic distances of 400 kilometers are achievable. The suspension remains comfortable on longer journeys, smoothing out bumps efficiently. The seat feels comfortable at first but shows signs of weakness over longer use and may sag over time. On the plus side, the load capacity of about 200 kg allows for two-up riding, further positioning the bike as a small touring machine.

In light off-road conditions, the 390 Adventure X is more surprising than you might initially expect. Despite its clear road orientation, it performs remarkably well on gravel. Its maneuverability and low weight play to its strengths. Even experienced riders can have fun, as long as expectations remain realistic. For simple gravel paths, small excursions, and casual off-road jaunts, the concept is fully sufficient. Limitations are mostly noticeable in standing ergonomics, due to the relatively low handlebars, and in the engine, which lacks a bit of torque in the lower rev range when puttering along trails. However, the suspension provides enough feedback and stability as long as you stay within its intended use. The wheels and tires ultimately set the limits, but they remain perfectly suitable for typical use.

In the end, a very clear picture emerges. The KTM 390 Adventure X is not a stripped-down compromise, but a deliberately differently positioned motorcycle. It continues the legacy of the original 390 Adventure, targeting riders who mainly stick to the road, appreciate easy handling, and only occasionally venture off-road. This is where it performs convincingly. It is accessible, versatile, and in many everyday situations easier to ride than the markedly more extreme R version. For those not specifically aiming to go off-road, this offers the more well-rounded package.