KTM 390 Enduro R 2025 First Ride Review

While the KTM 390 Enduro R has been garnering attention in India and North America for weeks, the first units of this new A2 dual-sport bike have finally arrived in Europe. This has piqued the interest of the motorcycle press, resulting in limited test windows. Comprehensive comparisons with direct competitors and extensive travel tests will be possible in a few weeks, but for now, the focus was on getting an initial impression. Fortunately, at 1000PS, we had the opportunity to be the first media outlet in Europe to put the KTM 390 Enduro R through its paces on dirt roads, forest trails, and twisty country roads.

Even though the proven 399cc single-cylinder engine remains fundamentally unchanged, the KTM 390 Enduro R sets itself apart from its naked sibling, the 390 Duke. The liquid-cooled LC4c engine remains at 45 hp at 8,500 rpm and 39 Nm at 7,000 rpm, now enhanced with updated electronics. With ride-by-wire, Street and Offroad ride modes, finely tuned, deactivatable traction control, and model-specific calibrated ABS software that can disable ABS either at the rear or completely, the engine's characteristics can be precisely tailored to different uses. The final drive gearing has been specifically adjusted for off-road use.

The most striking innovations are found in the suspension and chassis. While the new 390 Duke serves as the technical foundation, the Enduro R takes a distinct path in many areas. It features a newly designed, bolted tubular rear frame for enhanced durability and repairability in off-road conditions, a reinforced swingarm in a closed design to minimize dirt buildup, and a unique suspension geometry with altered steering angles for increased stability on loose surfaces. An adjustable WP suspension with 230 mm of travel front and rear provides ample reserves for rough terrain. Complementing this is an upright, off-road-friendly riding posture with a specific handlebar, long seat, and footpeg positioning. The entire technical setup of the Enduro R is clearly aimed at a no-compromise dual-sport application, offering genuine off-road capability with full street legality.

On the road, the KTM 390 Enduro R presents itself as an easy-to-handle, pliant motorcycle, though not without its criticisms. The liquid-cooled single-cylinder generally provides adequate punch, but its power only becomes noticeably apparent from around 5,000 rpm. Below this, the power delivery remains smooth and controlled, which is advantageous in city traffic and at low speeds. However, high-frequency vibrations occur across almost the entire rev range, becoming significantly more pronounced under load and at higher rpm. While not excessively bothersome, they are noticeable enough for riders with a keen touch and can lead to tingly hands after extended saddle time.

By 2025, ride-by-wire has become a must-have feature. It enables some modern functionalities but can also make the throttle feel more digital and less direct. This tendency is noted across various manufacturers and models, with the 690 Enduro R particularly exhibiting a delay between throttle input and the actual rev increase, especially during slow maneuvers or idling. Coupled with the engine's relatively low inertia, this can cause the bike to stall during slow maneuvers, as the timing between throttle control and clutch engagement is no longer perfect. The gearbox itself functions effectively, though it can be a bit clunky at times. The quickshifter performs its job smoothly but requires varying amounts of force on the shift lever—sometimes a gentle tap suffices, other times it demands a more assertive push.

The seating ergonomics for road use are very well executed. Even taller riders will find ample space on the 390 Enduro R, with the bike's slim waist combined with the wide handlebars providing a solid sense of control. The suspension handles paved surfaces confidently: It remains stable over bumpy curves, maintaining composure even in deep lean angles. Only at high speeds and under full throttle does the handlebar exhibit slight wobble—an effect noticeable during spirited rides on country roads, but it remains manageable. The bike particularly excels on country roads with its smooth cornering behavior. While the typical inertia of the 21-inch front wheel is noticeable, it results in a steady, predictable ride that inspires confidence. The road feedback is clear, and the fitted Metzeler Karoo 4 tires offer plenty of grip on dry asphalt. This makes a ride through the twisties on the 390 Enduro R genuinely enjoyable.

Off the beaten path, the KTM 390 Enduro R truly comes into its own. The standing ergonomics are impressive, even for taller riders: At my height of 1.85 meters, the combination of handlebar height, footpeg position, and seat works excellently for active off-road riding. The bike's narrow waist and slim seat allow for great freedom of movement and quick position changes. At the same time, the geometry remains comfortable enough for longer, more relaxed stretches on gravel or forest trails.

The engine demands a certain RPM to spontaneously build power even off-road. Below 6,000 rpm, immediate thrust is lacking—making the choice of the right gear or a deft touch on the clutch essential in technically demanding sections. Fortunately, the clutch is pleasantly light, adjustable directly at the lever for reach, and offers finely tunable feedback. The single-cylinder doesn’t have a tractor-like character, but push it hard, and it rewards you with solid drive. However, the modulation of the ByBre braking systems isn't entirely optimal. The front brake bites softly, requiring some lever force for quicker deceleration, but it increases brake pressure progressively. However, the rear brake grabs very aggressively with minimal lever travel, making it quite challenging to precisely bring the rear to the limit of traction on loose surfaces while wearing thick enduro boots.

The suspension delivers an impressive performance off the asphalt as well. For the test, the fork's compression damping was increased by six clicks, providing the front end with more reserves for hard hits and positively impacting the braking zone. Despite this, the overall package remains well-balanced and offers an excellent mix of sporty feedback and comfortable damping. For ambitious amateur enduro riders, the WP XPLOR suspension offers ample reserves and responsive handling.

The electronics also stand out positively. The off-road traction control allows for a certain degree of rear wheel slip and only intervenes when truly necessary. This particularly benefits riders who prefer a "carefree" mode of riding without being overruled by excessive interventions. Those who deactivate the traction control still enjoy the engine's good-natured, predictable character—power delivery remains controllable and never overwhelming.

As a dual-sport bike with off-road capabilities, the KTM 390 Enduro R must also prove itself on longer journeys and on the road. With a maximum payload capacity of 209 kilograms, it is well-suited for luggage or a passenger. Notably, the service interval is set at 10,000 kilometers—an exceptionally maintenance-friendly figure for a single-cylinder model with off-road ambitions, distinguishing it from the performance-focused single-cylinder KTM Hardenduros. Thanks to the 6-speed transmission, the 390 Enduro R can comfortably handle extended highway stints. The top speed is around 160 km/h, and at cruising speeds of about 130 km/h, the engine runs at just over 7,500 rpm. While the revs are audible and noticeable, they remain within a tolerable range. In this mode, the bike exhibits slight wobbling during lane changes or under full throttle but remains stable overall without any critical oscillation.

Comfort aspects are not neglected either: Despite its slim design, the seat offers adequate padding, and the suspension is comfortable and absorbent enough even on long stretches. During testing, the average fuel consumption according to the onboard computer was 4.7 liters per 100 kilometers—a realistic figure to achieve in practice. Combined with the 9-liter tank, this results in a range of about 200 kilometers, which is quite practical for a compact enduro. High-frequency vibrations are hardly noticeable at 100 km/h but increase at higher speeds, especially through the left footpeg and the handlebars. The bike is maintenance-friendly, with the air filter being relatively easy to access under a side panel.

There are some detailed criticisms: Despite the modern TFT display, there is no range indicator or fuel gauge—two features that would be particularly helpful on longer tours or remote routes. Additionally, adjusting the rear shock's preload requires removing a side panel, complicating quick adjustments for varying loads. Nevertheless, the 390 Enduro R remains one of the few genuine dual-sport options suitable for both weekend tours and occasional off-road excursions.

Despite its well-executed overall setup and practical features, the KTM 390 Enduro R faces justified criticism—particularly from riders who have been waiting for a truly lightweight, off-road-capable, and long-distance enduro for years. When the initial technical specs were released, disappointment was palpable in parts of the community. With a fully fueled weight of 167 kilograms and 45 hp, the 390 Enduro R's power-to-weight ratio falls short of many classic enduro riders' expectations. Especially compared to dual-sport models from the 1990s and 2000s, which were significantly lighter with similar power, the 390 feels heavy. Even the significantly more powerful KTM 690 Enduro R tips the scales slightly less—while delivering over 70 hp.

However, the legal A2 regulation applies to the 390 Enduro R, which mandates a maximum power-to-weight ratio of 0.2 kW/kg. A lighter construction would only allow KTM to offer less power, which would further weaken the concept. While a restrictor kit for A2 riders is conceivable, KTM states that consistent lightweight construction would result in higher production costs. The 390 Enduro R was deliberately designed to offer the most attractive price-performance ratio possible. Although this is technically understandable, the high weight compared to its moderate power remains a central point of criticism—especially for experienced off-road riders with high expectations for dynamics and handling in rough terrain.

The KTM 390 Enduro R 2025 is offered at a list price of 6,999 euros in Austria and 6,299 euros in Germany. This positions it price-wise exactly on par with its sibling models from the 390 family, like the Duke, and provides a competitive entry point into the dual-sport world with its package of adjustable suspension and modern electronics. Sales in local KTM stores are scheduled to start next week. However, following a period of economic turbulence involving near-bankruptcy and the associated production halt, KTM is adopting a cautious strategy. The return to normalcy is being intentionally gradual, with a focus on long-term stability. This approach directly affects availability: According to current information, only a high double-digit to low triple-digit number of 390 Enduro Rs will make it to Austria by the end of the year. Those interested in the new A2 enduro model should contact dealers early, as demand is expected to quickly outstrip supply.