Giga-Enduro On & Offroad Review - KTM 1390 Super Adventure R

It's been a long wait, but finally, it stands before us: the KTM 1390 Super Adventure R. The biggest, most powerful, and in that sense, the most radical off-road machine from the orange house. We're not testing it just anywhere, but in Catalonia, where we're shortening the winter a bit and setting up our Spanish outpost garage. On the agenda are not only the latest motorcycle releases but also those models that we barely, or not at all, got our hands on last year.

This includes the 1390 Super Adventure R. It was announced back at the end of 2024, but the production start was delayed due to the KTM Group's upheavals. Our excitement is all the greater to finally give this new GIGA-Enduro a proper ride. To ensure this test of such an extreme motorcycle is truly worthy, Bernd Hiemer, a two-time Supermoto World Champion, provides us with his professional insights and impressions from the edge. Yet, the central question remains as thrilling as ever: How well does it manage to handle around 250 kilos and 175 HP both on and off the road?

The KTM 1390 Super Adventure R is the more uncompromising, off-road-focused sibling of the 1390 Super Adventure S and S EVO. While the S models emphasize road, comfort, and high-tech features, the R deliberately takes a different path. It forgoes the semi-active suspension, automatic height adjustment, AMT, and radar-based assistance systems like adaptive cruise control. These systems are key selling points for the S EVO, but their absence in the R is intentional, not accidental.

Of course, its not entirely purist, as it still features ride modes, lean-angle dependent systems like traction control, ABS, engine brake control, and a modern cockpit. However, the R doesnt aim to be a large touring machine with an off-road look; its a big enduro with a true off-road focus. Up front, it rolls on a 21-inch wheel and an 18-inch at the rear. It also boasts 240 millimeters of suspension travel both front and rear, along with a conventional, fully adjustable WP-XPLOR suspension setup.

For the 1390 generation, the big V-twin grows from 1,301 to 1,350 cubic centimeters. The maximum power hits a staggering 175 HP, with peak torque at 145 Newton meters. This makes the Super Adventure R a powerhouse even at a standstill, not just a lightweight. Such performance is made possible by the CAMSHIFT technology with variable valve timing. At higher revs, the intake cams shift sideways, allowing the valves to open longer and higher, improving cylinder filling and delivering more power at the top end. In the lower rev range, reduced valve timing and lift come into play, providing more grunt from low down and smoother throttle response. This is crucial for such a beast, as sheer power isn't the only trick. What's key is whether it can be controlled.

When it comes to the suspension, the KTM 1390 Super Adventure R intentionally avoids the S EVO's tech. There's no semi-active system, no automatic adjustments, no electronic wizardry. Instead, it features a fully adjustable 48-mm WP-XPLOR upside-down fork at the front and a WP-XPLOR-PDS shock absorber at the rear. PDS means no linkage; the shock is directly mounted but creates a progressive, firming suspension characteristic internally through the damping system.

Especially for a machine weighing in at 248 kilos ready to ride, this is no trivial matter. When this bike, with its over 170 HP, accelerates, takes off, or lands hard, the suspension must handle a lot of mass and energy. The PDS system builds significantly more hydraulic resistance towards the end of the travel to prevent bottoming out. On paper, it sounds logical, and in practice, it shows: the base setup is surprisingly versatile. It works in everyday life, on country roads, and has reserves for off-road. This is exactly the balancing act the R must perform, as legal off-road fun rarely begins right on our doorstep.

Even at a standstill, the KTM 1390 Super Adventure R is intimidating. The low-slung 23-liter tank is broad, the crash bars add to the visual bulk, and the front stands tall and massive in the wind. Does that mean you need to be an impressive person to ride it? Not necessarily. The seat height is at 880 millimeters, which is neither low nor absurdly high. The saddle is sportily firm and has side edges. Those sitting further back will find their legs spread wider, making the reach to the ground longer for shorter legs. While the midsection is narrower, that's precisely where the foot pegs are, making maneuvering with short legs a bit challenging. At 1.85 meters, the ergonomics fit well overall. The upper body remains upright, the handlebars are wide, and the seating position feels typically adventure-enduro, but with a sporty closeness to the front wheel. However, for very tall, long-legged riders, the sporty knee angle can indeed become an issue.

The surprising thing about the Super Adventure R is not its power, but how accessible it remains despite this power. The throttle response and power delivery are not aggressive but very controllable. If you want, you can ride it tamely. Of course, there comes a moment when the beast is unleashed. But that's exactly what the ride modes are for. In Rain mode, the power is significantly reduced, Street also tones it down, and full power is mainly available in Sport and the optional Rally mode.

In everyday use, there's no need to panic about the big bike. Maneuvering, turning, and navigating narrow streets work better than its appearance might suggest. The steering lock is exemplary, which helps with turning around, finding a parking spot, and handling slow maneuvers. However, the clutch can be a bit of a workout. It's sized to match the large engine and isn't the lightest to operate. The friction point is well-defined, but in stop-and-go traffic, it requires some forearm strength. Additionally, the AMT is reserved for the S EVO. On the R, you'll be doing all the clutching and shifting manually.

Even a Super Adventure R needs to be capable of touring. Especially in our regions, a decent stretch of asphalt often lies between the garage and a legal gravel trail. Here, the suspension proves not to be overly stiff. It absorbs bumps smoothly, remains pleasant on the highway, and offers reasonable comfort on long stretches. The seat is sportily firm but not uncomfortable. You sit in a well-defined pocket, which provides support, though it slightly limits freedom of movement in the saddle.

There are also touring features available. The adaptive cornering lights are optional, illuminating into the turn based on lean angle and offering a real safety boost on night rides. The windshield adjustment is present but rather basic. One could say it fits the off-road focus, yet one might also argue that a more elegant solution could be expected in this league. For luggage, there's a large rack at the back, and side cases can be mounted. With a maximum permissible total weight of 460 kilos, there are approximately 212 kilos of payload capacity, assuming the manufacturer's curb weight of 248 kilos is accurate. We didn't measure the fuel consumption precisely in this test, as any figure would be more comedic than advisory given Bernd's riding style.

On the road, the KTM 1390 Super Adventure R surprises by how little it rides like a bulky battleship. You might expect it to require effort, insistence, and a constant struggle with its mass. In reality, it leans into corners with remarkable ease. This is aided by the narrower wheels compared to the S version, as well as the WP-XPLOR suspension. It works finely, provides feedback from the road, and keeps the machine neatly composed even during sporty riding.

The brakes have a somewhat soft initial bite but build up braking power progressively and effectively. They can manage the bike's weight even from higher speeds with a sporty feel. Equipped with the Bridgestone AT41, a 90/10 tire, it offers good road grip and smooth steering behavior. With true knobby tires, the feel would naturally be different, especially when braking into a lean. You can definitely feel the weight behind it. At the same time, the lean angle clearance is strong, the engine pushes aggressively, and the bike performs well enough that you can ride pretty fast even without a racer's license. Just don't forget how quickly the scenery blurs when you really twist the throttle in Sport mode.

Regarding engine power, Bernd is quick to make it clear: this thing is brutal. He loves powerful bikes, and that's exactly why he's excited about this test. In Rally mode with traction control dialed way down, he describes the riding conditions bluntly: the rear wheel spins, the front wheel lifts, or both happen simultaneously. It sounds exaggerated, but that's exactly what you see in the footage. This Super Adventure R isn't a bike that pretends to be wild; it actually is.

At the same time, Bernd emphasizes that modern electronics make such a bike more accessible. For those not always riding at the limit, ride modes, ABS, and traction control allow for gradual familiarization. Rain mode reduces power, traction control intervenes earlier, and ABS responds more defensively. From there, you work your way up step by step. On a closed track, this is a huge thrill for Bernd. On public roads, however, it takes self-control. Not because the bike is uncontrollable, but because it constantly invites you to do more than what your license and the authorities would approve of in the long run.

A genuine point of criticism arises with foot clearance. With size 45 shoes, it gets tight around the foot pegs. If you ride with the balls of your feet on the pegs, you'll quickly catch on the passenger foot pegs. This is bothersome not only on asphalt but especially off-road, where correct foot positioning is crucial. On the left side, there are similar contact points, and when standing, the side stand also comes into play.

The issue can't be easily resolved by simply removing the passenger foot pegs. On the right, the exhaust is attached to them, and on the left, the mounting likely plays a role in the luggage system. Thus, this tightness remains part of the package. Interestingly, Bernd Hiemer confirms this issue even with size 42 shoes. When he stands fully on the balls of his feet, he also hits the back. It's less bothersome for him than for me, but it's still present. For a motorcycle so clearly positioned towards dynamic riding and off-road, it's worth mentioning.

As a two-time Supermoto World Champion, stunt rider, and riding instructor, Bernd does things in loose terrain with the Super Adventure that ordinary people wouldn't even dream of attempting. One wheel is constantly beyond the traction limits, gravel flies, and the quarter-ton of Mattighofen steel soars through the air. In this extreme off-road use, it becomes clear why KTM equips the R with a classic off-road suspension. Bernd lifts the front wheel, lets the rear wheel work, jumps small edges, and drives the machine with a dynamism that makes an average rider sweat just watching. The suspension doesn't bottom out. There are reserves even with the jumps and bumps tackled. Bernd even says it would be exciting to test the bike on a larger track with 10 or 15-meter jumps. We won't go that far here, but what we do, the KTM handles cleanly.

His initial assessment of the ergonomics partially aligns with McGregor's impression. The foot pegs feel relatively high. For Bernd, at 1.76 meters, the position works well for dynamic, aggressive off-road riding. However, for taller riders, he immediately understands why the handlebars might feel too low when standing. The distance between the foot pegs and handlebars also feels a bit tight for him. Compared to a GS, the handlebars are closer. Bernd compensates for this by moving his feet further back and standing more on the balls of his feet. It works for him, but it's not ideal. His message to KTM is clear: the ergonomics could be more stretched out. Either the handlebars should be moved forward, or the foot pegs further back. This would allow the rider to stand more comfortably and shift the weight back more easily in off-road conditions.

He also likes the balance. He doesn't feel an urgent need to tweak the settings. The suspension is suitable for both slow riding and faster paces. On the road, there's a good feel for the front wheel, and off-road, it steers cleanly and remains controllable as long as you know what you're doing. Particularly fascinating is the mechanical grip. Bernd attempts drifts, like those familiar with other large adventure bikes, but the KTM generates so much grip that the front wheel often lifts rather than the bike sliding easily sideways. This says a lot about the traction and the engine.

Where there's a lot of power, weight, and grip combined, the material is put to the test. This is evident in the chain during the test. After heavy use, it comes off. This doesn't happen during leisurely gravel rolling, but after a lot of power, slip, landings, and sudden traction. Bernd assesses this matter-of-factly: when the rear wheel is in the air, or has some slip and then regains traction with over 170 HP, it pulls brutally on the chain. Exactly such load peaks quickly stretch the chain, which is almost unavoidable at this level of performance.

In our specific case, it's not a big deal. The chain goes back on, and the ride continues. However, it's an important note for hard off-road use far from civilization. Those who perform stunts, jumps, and power slides with such a machine are pushing both riding and mechanical limits. The onboard toolkit stands out positively. KTM provides a generous amount of tools, including appropriate sockets and wrenches. This is no longer a given even in expensive classes and is especially helpful when the fun suddenly stops at the roadside.

The cockpit of the KTM 1390 Super Adventure R is new, large, and modern. The touchscreen is positioned vertically, the controls have been revamped, and features like 3D navigation are integrated directly into the display. The test bike is also equipped with the Tech Pack, which includes, among other things, a quickshifter, rally riding mode, nine-stage adjustable traction control, engine drag torque control, and additional software features.

The quickshifter operates crisply, and the traction control is logical and intuitive to use. This quick adjustability makes particular sense in Rally mode, as it allows you to tailor interventions to the terrain, speed, and bravery level. However, the big electronics question remains: Are the S EVO systems missing on the R? Radar, blind-spot warning, AMT, semi-active suspension? Those seeking a maximum touring enduro for long road trips will answer this question differently than someone wanting a large, sporty off-road enduro. The R feels coherent because it doesn't try to have everything but rather focuses on what's right for its specific application.

The KTM 1390 Super Adventure R combines a lot of power, weight, and ambition. With motorcycles like this, it's best to only half-heartedly question their purpose, because rationally, no one needs 175 HP in an off-road adventure bike. But emotionally, this motorcycle makes immediate sense the moment you twist the throttle. It pushes brutally, generates enormous grip, and yet remains astonishingly controllable. That is precisely where its appeal lies.

On asphalt, it is significantly more agile than its appearance suggests. In everyday use, it is more accessible than the specs might indicate. Off-road, it presents a respectful yet manageable challenge for average riders and a highly dynamic playground for experts. Bernd Hiemer demonstrates what's possible when skill, courage, and performance come together. I show that you can enjoy it even with moderate riding skills. It's not perfect, but the criticisms regarding standing ergonomics, wind protection, foot clearance, and the clutch in city traffic barely diminish the riding pleasure given its qualities. The overall package is powerful, fascinating, and surprisingly well-rounded.