ktm 390 adventure long travel suspension

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Follow on facebook:, ktm 390 adventure: badass small adv or just another budget bike, ktm’s small-bore adv is finally here & now we know if it's all we'd hoped for..

They say big things come in small packages and that’s been the hope for the 390 Adventure ever since KTM CEO Stefan Pierer first mentioned it in an interview some 7 years ago. Well after years of rumors, speculation and spy photos, it’s finally here, in the flesh.  

A small-displacement adventure bike that is approachable, versatile, economical and fun isn’t anything new in the market. There have been a number of small ADVs filling out this category for several years now, but they tend to be more adventure “style” than “bike.” So when the ‘Ready to Race’ brand jumped into the game, there were certain expectations, regardless of price. But have they hit their mark?

Starting off with a 373cc single-cylinder motor borrowed from the 390 Duke, the pint-sized powerplant pumps out a respectable 43 horsepower and 27.3 ft-lbs of torque. Plus it comes packed with premium components you typically don’t get standard in this category like a TFT display with Bluetooth integration, a charging port on the dash, tapered aluminum handlebars, crash bars, skid plate, hand guards, adjustable windscreen, ByBre (Indian Brembo) brakes, and WP suspension with damping adjustments front and rear. Rider aids are also impressive like cornering ABS that is Street/Off-Road switchable, lean angle-aware traction control, a slipper clutch, optional quickshifter, and smooth fueling thanks to ride-by-wire throttle.

That’s a lot of primo componentry for a budget-oriented adventure bike, but the one important area where KTM may have skimped a little is in wheel choice. Whereas its big brothers come with 21” front and 18” rear wire-spoke wheels, the 390 Adventure sports 19”/17” cast aluminum hoops. Also, the suspension travel is much lower than usual for KTM adventure bikes, measuring 6.7 inches up front and 6.9 inches in the back, along with a ground clearance measurement of 7.8 inches. 

Decisions were likely made to hit a specific price point, but it is important to keep in mind the smaller wheels and lower suspension do help get the seat height down to a more reasonable 33.6 inches and also improves maneuverability — important factors for any entry-level machine. However, KTM’s statement that the new 390 Adventure was made for touring and ‘light’ off-roading had me wondering if I should check my ‘Ready to Race’ expectations at the door. 

So is it an adventure bike worthy of the orange brand? Or just another budget lookalike ADV without any true off-road intentions? As a big fan of small bikes, I was thrilled to get some seat time on this long-awaited newest addition to KTM’s family to find out what it’s all about, and how it matches up with other bikes in the category. Read on for the straight scoop!

First Look 

While the 390 Adventure is based on the 390 Duke, it shares a strong family resemblance with the 790 Adventure, with the exception of the low-slung fuel tank. Everything from lighting to the side panels, windscreen, display, seating, and GPS mount are a close match, just shrunk down to a smaller package… But it’s no minibike either. The ergos feel full sized in the seated position, with a comfortable reach to the bars and enough room to move around in the saddle. The distance from the seat to the footpegs is also comfortable for taller riders like myself at 6 foot 2 inches. Although in the standing position, it is slightly cramped with the bars feeling a bit low and too far back for my size, even with the handlebar supports set in the high/forward position.

Turning on the display, the 5” Color TFT looks similar to the 790 and 1290 Adventures’, with  a low glare design that switches colors for night and day. Its interface and control switches are just like the big bikes when configuring ABS and MTC (Motorcycle Traction Control) settings, although there are no rider modes. Instead, there is one standard fuel map and you can either turn traction control On or Off. ABS is also simplified with either Street (front and rear) or Offroad (front only) settings only. You can also set shift warning lights for two different RPMs and custom configure your home screen. About the only thing I didn’t find on the display was outside temperature, which is a nice tool to have for understanding current road conditions.

The display is also compatible with the KTM My Ride app that allows you to connect your phone and headset via Bluetooth. Once connected, you can take calls, adjust your music and receive turn-by-turn navigation on the bike’s display, all managed with the left thumb controls. The larger display makes things easier to see what’s going on in your peripheral vision and the thumb controls keep the rider’s hands on the handlebars where they should be. 

Firing up the 390 for the first time, it sounds subdued compared to KTM’s heart-pumping twin-powered machines but it’s not without character. An initial test run revealed a flat powerband that doesn’t ‘wow’ the rider with low-end pop or high RPM surge. It’s just smooth and steady throughout. But you can get the front wheel up in first gear and ride a wheelie, if you clutch it. The suspension feels firm, which is unique for a bike in this class. And when setting up sag for around 230 pounds of rider and gear, I was surprised to find the preload on the shock was not even close to maxed out — a good sign for things to come on the trail. But first, the pavement…

Highway Test

Letting it loose on a freeway onramp, there is no rush of acceleration but the bike is deceptively quick. It easily gets up to speed to merge with traffic, and It’s fast enough to out accelerate most cars on the road. You don’t have to plan your passes like you might on a 250cc and in most situations you don’t need to downshift to make a pass.

Keeping the throttle pinned and staying upright in the saddle, I was surprised to see triple digits on the speedo, without waiting an eternity. It seems faster than the Kawasaki Versys-X 300, Honda CB500X or Kawasaki KLR650, although not on par with say a Suzuki V-Strom 650. Steep grades and wind don’t seem to slow it down either. The bike has the torque to maintain 80+ on hills while still having some room to accelerate.

The 390 Adventure feels steady on the highway and the windscreen is decent in the high position. For my height, the windscreen blocked the wind up to about nose level. That may not be great for a full day of highway riding, but it keeps the majority of wind off of you and it’s way better than not having anything. As mentioned previously, the seating position, along with the distance to the handlebars and pegs, is comfortable for taller riders and I didn’t feel cramped even after hours in the saddle.

One thing I wasn’t that pleased about after a full day of riding was the seat. It’s fairly boardlike and I became sore after about an hour in the saddle. Another not so great highway feature was the buzz in the handlebars at higher speeds and even more so in the footpegs. Our test bike had the rubber peg covers removed prior to receiving it, so it may be much better with those installed. 

The vibes start to kick in at about 70 mph and you quickly remember this is a single-cylinder motor. What’s interesting though, is the oscillations get better once you get up to about 80 mph. In the 80s, it feels smoother, almost as if the counterbalancer was tuned for a higher speed. But it’s still not as smooth as its twin-cylinder competition like the CB500X or Versys-X 300 at that speed. The sweet spot for this bike seems to be about 68 mph, where the windscreen works great and the vibes are almost non-existent. 

In The Twisties

Pointing the 390 Adventure toward twistier asphalt was a much more enjoyable ride. Here you can really feel some of the street DNA it inherited from the 390 Duke. Turning is effortless on the light maneuverable bike. Plus with the more street-friendly 19”/17” wheel combo, it’s easy to switch lines mid turn, and it doesn’t feel twitchy or sensitive to inputs. 

Riding with the optional Quickshifter is a blast too. Revving the little motor out for all it’s worth and banging through the gears is quite fun. Downshifting is also extremely smooth thanks to the  Quickshifter and slipper clutch, both of which aid in making the bike feel effortless to ride fast. Even so, it’s not a bike that wants to be ridden at a furious pace. Its smooth, practical powerband urges you to take in the sights and enjoy the undulations of the road without anything to prove — that dude in the lowered Honda tuner car can go right by. 

But if you are in a hurry, the lightweight 390, with its stock Continental TKC 70 tires, gives you plenty of cornering speed, and the high pegs mean you have an abundance of lean angle before toes begin to scrape. The suspension’s firmness also keeps the chassis stable without much dive or squat during aggressive sport riding. 

The ByBre brakes are awesome too for a budget bike. The initial grab is soft and you can bring it to a fast halt with 1.5 fingers. There’s a ton of feel for brake modulation and the lean-sensitive ABS is also confidence inspiring to help correct any mistakes or panic stops. Accelerating out of a turn full throttle, the power hit is soft enough to not need traction control. But it’s there if you do hit a patch of sand in the road or for rainy days.

Off-Road Test

As you might expect, that smooth, flat power curve works great in the dirt. Even with Traction Control off, the torquey thumper motor keeps the rear tire glued to the ground in the lower RPMs. You really have to get the revs up, or be riding in sand or mud, to get any wheel spin.  Moreover, the TC system seems to be turned for street and doesn’t have the sensitivity of KTM’s off-road traction control systems found on bikes like the 790 Adventure or 690 Enduro. Keep it on only if you are new to off-road riding and you are sticking to packed dirt roads. 

For more experienced off-road riders, the limited wheelspin it generates can make it harder to ride aggressively and power steer through turns. Getting that rear wheel to kick out takes work! But it does hold a clean line and goes where you point it. If you want to go up a hill, the long first gear will climb pretty much anything with a surprising amount of grip from the smooth tires. It won’t skip a beat if you are a big rider like me either. Getting it turned around and heading back down is also a much-less-sketchy maneuver than on any full-sized adventure bike, which gives a new off-road rider or those of smaller stature more confidence to push their limits.

As far as off-road standing ergos, I found myself bending my knees more than usual to compensate for the cramped bar position. A set of risers would help open up the riding position for taller riders, but it may be about right for average-height riders. The seated position did leave me wishing I could slide forward more up on the tank like the 790 R, but there is a decent amount of room in the saddle to not feel locked in place.

With its reasonable ground clearance and a firm suspension, you can take the 390 Adventure through semi-rocky terrain without a lot of bottoming on the skidplate. It feels plush through the choppy stuff and the well-damped suspension helps ensure you don’t get bounced off the horse. Its small bike agility allows you to snake your way around obstacles rather than power through them. Which is the best approach for this bike, because if you do hit sharp-edged ruts or boulders in the road, the front fork will let you know it doesn’t like it by giving you a loud thunk! Cranking up the compression damping on the fork helped make this occur less often, but 6.7 inches of travel does have its limits if you want to ride it like a dirt bike.

The rear shock bottomed out only occasionally when pushing hard in big whoops or landing on flat after catching some air. The shock is rebound damping only (no compression) so adjustments won’t help with that. But clearly the bike is up for some abuse, even with a bigger rider on it. Overall, the suspension is very responsive and keeps the tires on the ground with a balanced and composed feel. And with it being a relatively light adventure bike at 379 pounds wet, recovery from any loss of traction is easier.

One type of terrain the bike struggled with was in the sand. Perhaps it’s the smaller 19”/17” wheel combo, the smooth TKC 70 tires, a shorter wheelbase, a steering head angle that is a little steeper than most adventure bikes, or all of the above. But the result is that the front wheel wants to tuck right away in deep sand. Throwing some knobbies on the bike would be helpful if you intend to do anything more than the short patches of sand during your adventures on the 390. Otherwise, pin it to win it!

Another small annoyance was having to repeatedly turn the Traction Control off in the dirt. If the kill switch is turned off with the ignition on, it loses the Off setting. Or even if you just stall the bike and restart it within a few seconds, it sometimes loses the setting. I haven’t noticed traction control being this finicky on other KTM models before.

The Bottom Line

KTM has done a great job of creating a capable, entry-level ADV Bike at a price point that makes it easier for new adventure riders to get started on an orange bike. You don’t get all the premium components and hard-edged performance of their larger machines, but it’s a step ahead of the competition for this category. 

Thanks to ex-Baja Champ Quinn Cody, who helped develop suspension settings for the Americas and Europe, the 390 Adventure has good spring rates, adequate suspension travel and a range of damping settings so you aren’t stuck with whatever comes from the factory. It works well in the dirt for all but the most aggressive riding, and raises the bar in its class with its ability to travel further off the beaten path than the Honda CB500X, Kawasaki Versys-X 300 or the BMW G310GS.

After hundreds of miles of testing, the bike averaged 65 mpg on the highway and about 60 mpg in mixed terrain to give it a safe distance between fill ups of about 225 miles. Not only is it economical filling the 3.8 gallon tank, but it’s enough range to hang with larger adventure bikes.

The 390 Adventure has enough power to keep up with bigger bikes too, although I do wish it were smoother on the highway. Comparing it to other single-cylinder models, KTM 690 Enduro R is smoother at 75mph with its dual balancer shafts. Yet without a windscreen, highway stints on the 690 are rough. The 410cc Royal Enfield Himalayan is also a smoother operator, but that’s in part because its limited-performance motor keeps the revs down. The 390 Adventure does feel smoother than either the BMW G310GS or CRF250L Rally though. But perhaps the 390’s vibration woes can be resolved with heavy bar-end weights and vibration damping footpegs.

We’d love to see a set of wire-spoke wheels come standard on the 390 Adventure but cracking a wheel is less of a concern on a bike in this weight class. If you are looking to do more than just light off-roading, then a set of spokes might be your first mod, along with a cushier seat, and it could use a rear rack for carrying a top bag as well… There are a lot of custom mods you might ‘like’ to do, but from a practical sense there aren’t a lot of things it really ‘needs’ because the 390 Adventure is a versatile, well-equipped machine right off the showroom floor.

Those looking to get started in the world of adventure riding, will find this fairly-light, compact, practical machine perfect for the daily grind, with enough turn-key capability to get you out on a bonafide adventure. It would make a great BDR bike with the capability to handle a variety of terrain, enough power to carry you and your gear, fuel capacity to meet range needs, and enough off-road armor to keep the bike protected from adventure-ending damage. 

Looking at all the equipment and electronics you get for an MSRP of $6,199, it’s a good value too. Not only is it an attractive package to draw new riders into the sport, but we can also see older and smaller-statured riders who are looking for a more manageable bike on the trail (i.e. easier to pick up) being enticed. And while some experienced off-road riders may desire more capability in the dirt, it still offers enough performance to be left impressed with what it can do, especially for the price.  

KTM 390 Adventure Specs

Gear we used.

• Helmet: Arai XD-4 Vision • Jacket: Aether Divide • Pants: Aether Divide • Boots: Forma Terra EVO • Gloves: ARC Battle Born Air

Author: Rob Dabney

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Hey Rob, great review! Can you answer the question you raised in the headline?

Hey Steve. Thanks for the comment. As mentioned in the article, the KTM 390 Adventure has raised the bar in the small-bore ADV class so it is definitely not just another budget adventure bike. It is more versatile and a much better dirt machine than its direct competitors. Is it Badass? I guess that depends on what that means to you. It is great for sure as an entry-level bike that can do a little of everything, with more high-spec components and features than its competitors, while still accessible at a wallet-friendly price point. It also has enough performance for experienced riders to enjoy pushing its limits but it’s not a hard-edged off-road bike. Hopefully in the near future, we’ll see an ‘R’ version of the bike for dirt fans.

Rob, great review, just curious of your height/weight? The 390 looks smallish for you. I’m 6’1″ and concerned I may too tall for this bike.

Thanks Jim. Last time I checked I was 6’2″ and 215lbs. But that was pre-quarantine. 🙂 It’s a little cramped for me. Raising the bars and moving them forward a tad should make it more comfortable for standing. Sitting already feels pretty good though.

Traction control isn’t an issue provided turn it on right: https://youtu.be/1Yqjl54IfX4

Hey Kat. Thanks for sharing that. Although, I think I’ve been having a different issue. I also experienced the problem you mention with turning traction control off when the bike is running. But in that situation, it would immediately turn TC back on as soon as the bike was started and you start to ride off. After realizing that, I would only turn TC off with the bike running. If I turned the kill switch off for a couple of seconds, it would keep TC off setting. But if it was say 5 seconds or so, it would reactivate TC upon starting. I also would have TC get reactivated sometimes when the bike would stall with both ignition and kill still switch on. I’ll continue to play with it though and see if I can identify a specific pattern. Thanks!

great review, thanks

Thank you John. Hope it was helpful. Much appreciated!

When will we see these in dealerships?

Arriving in dealers some time in May.

Rob, Thanks for the review. Do you think they will have a full blow R with some of the same off road upgrades as the other R bikes … thx

Hi Rick. Much appreciated! I think it’s a good chance but haven’t heard anything solid yet about it. The ‘R’ versions of KTM”s bikes seem to outsell the standard versions by a significant margin in North America, so it would make financial sense to do it here at least. Keeping fingers crossed!

Hi Rob, Great review. I’ve been curious about the 390. Happy to see small ADV bikes coming to market. My ADV unicorn bike would be a twin cylinder 590 at less than 300 lbs. and 250 mile range with 18/21″ wheels. Not bloody likely 🙂 I’ll keep my 690 for now. How are you? Hope your staying safe and entertained under the circumstances. Dave Thum

Hi Dave. Good to hear from you. I’m doing well. Hope you are too. Appreciate the kind words. A twin under 300 lbs? That’s a tall order. Even a DRZ400 is over 300#. Maybe that unicorn bike you are looking for already exists though. The 2006-2008 Aprilia RXV 550 was about 285 lbs, twin-cylinder enduro with 21″/18″ wheels. Only a 2.1 gallon tank, but IMS makes a 5.1 gallon tank for it.

How reliable are these baby KTMs? Do you have a long term KTM 390? Oil leak and seeps are quite common, also I read on some motor threads in India that the quick shifter doesnt work. Does the shifter work flawlessly?

Hi Chinmaya. We do have a long-term test unit. Quick shifter is working great but not as smooth as some I’ve ridden. You have to be careful not to put any light pressure on the gear shifter while riding, unless you are ready to shift. If you touch it with your foot, it can cut the ignition at a moment when you need power and it tries to throw you over the bars. It’s something you get used to if you own the bike. So far no oil leaks and it’s been running flawlessly, but we’ll keep an eye out.

Motorcyclist/CycleWorld and YouTube vloggers have raised the issue of the 390s reliability (blown head gaskets and seizures were the most common claims). The complaints are many so do you think it is a valid issue or maybe just the result of abuse and lack of maintenance?

On another note, the 390 is about the same price as Honda’s 250 Rally and only a little heavier. I wonder if Honda has noticed.

Very nice review and a lot of helpful information. I am thinking this bike will hit the right mark for me. I am 5’10 and about 185 pounds. I have never done off-road but would like to give it a shot, as there are miles and miles of fire-roads near me. I am 57 and a smaller bike seems like a sound idea. My other bike is an 18 R1200RT, but that stays on the road 100% for sure.

Hey Rick. This would be a nice choice to give off-road adventure riding a try. It’s small enough that you can turn it around easily if you get into some terrain that’s a bit more than you are ready for. It’s also comfortable enough to ride out to your nearby trails, without having to throw it on a truck. It’s also cheap enough that you won’t mind dropping it, and it’s light enough to pick up without assistance. Plus it’s got enough power to load it up with camping gear for a night or two out in the backcountry.

Nice review. Took one for a test ride, road only. Nice little / light bike. What size are the panniers?

Thanks Warren. KTM doesn’t include the capacity in their product description. My best estimate would be somewhere around 20 liters on the non-exhaust side and 15 liters on the exhaust side.

Just got confirmation from KTM. My guess was pretty close! The right side is 16 liters and the left is 19 liters.

Kinda late for this but H&B makes the mounting rack that fits this bike and you can put on their 35 lts aluminum panniers. Not best for off road but safer to leave on in the city.

[…] to ADV Pulse’s review of the 2020 KTM 390 Adventure, the test rider achieved a fuel economy of about 60 to 65 mpg off […]

What a well written review that explains everything about the bike in such a cohesive way. I just got the KTM 390 Adv 2 weeks back and I’m loving it. I could do with a little more low-end torque, its not a big issue though. And the bike does feel a little buzzier than other bikes I’ve ridden.

Thanks a lot Sahil. We strive to be as thorough as possible with our reviews. Glad to hear you are enjoying your new 390. Yeah, it’s a challenge to make a single cylinder motor be buzz free. Check out the Fasst Co vibration damping adventure pegs and anti-vibration bar inserts. They might do the trick.

Hi Rob, can the Fasst Co anti vibration bar inserts be used on the stock 390 adv handlebars? Or do these inserts need an aftermarket hollow bar?

Did you run the bike at a slower speed in a lower gear to check to check if the tyres were causing any of the buzz?

Hi Martin. The Continental TKC 70 tires are pretty smooth street-oriented tires. Definitely, not the cause of any buzz. And yes, if you drop down to 5th and ride at the same RPM you’ll feel the buzz there too. But it’s not until you get into the 70s. It’s much better if you cruise at 80 mph. Depending on what’s your preferred speed, you could gear it to your liking.

Wow, great review, Rob. I appreciate the comparisons to other bikes, including the KLR and V-strom (I ride an ’08 650 V-strom for road tours). I currently ride a WR250R for ADV trips. I’ve completed the full WA and ID BDR’s on it. It’s fine for all the dirt stuff but really not much fun for any length of time on the highway. I’m looking for a more true ADV dual sport that’s light weight and can carry a good 70 pounds of tools and gear (I’m 5’10”, 160lbs). How would you compare the 390 to the WR and have you ridden the 390 loaded up for an ADV trip?

Thanks Dave. I appreciate that! It works really well for a small bike when fully loaded. The suspension has good hold up, so it can handle the extra weight. And the power is pretty good for highway cruising. If you hit heavy winds and an incline together, you may struggle to keep 65+, but in most situations you can keep it at 80mph. It’s not as good as a V-Strom 650 in terms of smoothness and power, but you can keep up with your friends on bigger bikes if you don’t mind winding it out. The bike will not give you the same off-road performance of your WR250R but it does better than you would expect. And you won’t mind covering a few hundred miles of highway in a day loaded up with gear.

Dave. I rode WR250R for years and am now on the 390 Adventure. I’m 5’8″ and 165 so I would say we are comparable. You stated “…but really not much fun for any length of time on the highway.” I would agree fully. In my opinion the KTM is the exact opposite. The stock tires make this bike totally unsafe with any gravel on hard-pack over 25 Mph.! The same roads I would WR down at 45-60 I cannot exceed 30 on with these tires. Hard-pack dirt and some loose sand is manageable. The KTM does not seem to have the gear ratio of the WR the torque I was used to on the WR is just not here.

But I do not want to make this sound like a bad bike. I am totally satisfied with my purchase. I found most of my WR riding was on-road so this flip was a good decision for me. In short: If you put the WR treaded tires on this bike you would be happy.

Hi Rob, Thanks for the review! You nailed it! I’m 65 years old and bought the 390 Adventure as my first motorcycle last summer. It was either that or an electric mountain bike; both about the same cost, but with ten times the range for the motorcycle, and better clothing/ crash gear, I decided on the motorcycle. I’m 6′ tall and 160 lb, and the bike is great sitting down but weird standing, as you said. I overlaid the geometry triangle between the 690 and the 390, and they are identical, but the 390 is just proportionally smaller. I don’t notice the footpeg angle, so I think the issue is just the size. Sitting is mostly okay for now, but I may raise the bars in the future. After I took a riding course and passed my license test, I took the bike for a ride up the Blaeberry River in BC and the Smith Dorian in Alberta. I felt pretty confident, but decided I wanted knobbies. I switched to Continental TCK 80s, going up to 110 in the front to keep tubeless. It started to snow then, so I can’t say how much better they are, but I’m pretty sure they will help. Other mods are the aluminum bash guards, heavy skid plate, GPS mount (and Garmin Zumo XT), and roll-top panniers. Anyway, big fun! An inexpensive way to get out and explore, plus there are a ton of great camping sites and hiking trails that are way more fun to access by a motorcycle than by car or truck. Murray

Hey Murray. Congrats on the new ride. Sounds like you made a wise choice. Thanks for sharing your story. It’s always great to hear about the experiences of new riders coming into the sport. So many new adventures and experiences are awaiting. It never gets dull, because there’s a never ending list of places to explore. Definitely, no shortage of great places to ride in BC and Alberta! Yes a set of bar riser should help to make standing more comfortable, but you probably don’t need to go too high. We have since installed a set of new foot pegs that correct the angle from ‘Rival Components’ and they did make a significant improvement in helping you keep your weight balanced on the pegs, instead of that subtle feeling like you are sliding off of them which can sap the energy in your legs. Check them out here: https://bit.ly/rivalpegs

Sounds like you’ve got your bike dialed in pretty good so far with the mods. I’m sure those TKC’s will definitely improve grip once the snow melts and you get more time on them. You’ll probably notice more confidence in the front end as well in the mud or sand going around corners. Keep us posted on how your mods are working out. We’d love to hear more details!

Looking for a second bike 390 Ktm off road trails and streets . But can the suspension be lower am 5,7 , is this bike made for shorter riders. [email protected] .

Hi David. At 5’7″ you should probably be ok on this bike. The 33.6″ seat height may seem high but it’s a fairly small bike so it should be manageable. Give it a try first. They do make a lowering shock kit ( https://www.ktm.com/en-nz/parts—wear/powerparts/products/chassis-triple-clamp/lowering-kit-1001980982.html ) but you might want to try a custom-made low seat first. Better to have the full suspension range and you’ll probably save a little money too.

I’m in my 70’s with 55 years of motorcycle experience. Just got a KTM 390 Adventure and it is the most fun I’ve had riding in years. Takes me any place I want to go and is more than adequate on the highway….I’m not afraid of dying…I’m afraid of not living…to ride is to live!

Hey Dan. Yes, the 390 is more capable than it gets credit for. That’s a great motto to live by. Might have to borrow that one!

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2023 KTM Adventure 390: An Honest Take On the Pros and Cons

We've had no shortage of fun aboard KTM's 790, 890, and 1290 adventure bikes, but where does the littlest ADV, the KTM Adventure 390, fit into the mix? Here's our take on Big Orange's entry-level ADV. 

If KTM is known for one thing above all else, it's their commitment to building high-performance motorcycles straight out of the box. As their "race ready" slogan suggests, KTM's machines have a reputation for delivering high-power engines, highly-capable suspension, and highly-advanced electronics straight from the factory, with little to no farkling necessary to get out and hit the road (or the dirt) as hard as you want. 

Long story short, better than you might expect. 

But First: Can Small Bikes Actually Do Adventure Riding?

Historically the adventure motorcycle segment has been defined by extra large and extra powerful machines. BMW's massive 1200cc+ GS will be the first to come to mind for many, while bikes like KTM's 1290 Adventure and Honda's 1084cc Africa Twin won't be far behind. 

Yet over the last few years, we've been witnessing a redefinition of what the ideal adventure bike should be. The "middleweight" segment is white hot, and bikes like the Yamaha T7, KTM 890 Adventure, and Ducati Desert X  continue to sell out as fast as manufacturers can build them. 

But how small is too small? As far as we're concerned, there's no such thing.

Naturally, that statement comes with a few caveats. A proper adventure bike should be equal parts long-distance touring and off-road exploring, and for a small bike like the 390 to earn that adventure title, it needs to do a few specific things well. 

As far as the touring bit goes, we want a low-displacement ADV bike to comfortably pull a respectable 70 mph cruise on the highway. Comfortably is the important word here, because while most mini-motos can fight their way to 70 mph, many of them vibrate so intensely at that speed that they'll shake your fillings loose long before you get to your destination. 

To that end we say a small ADV should have at least six inches of suspension travel, off-road capable tires (at least an 80/20 style tire, although 50/50 is preferable), and ideally some degree of impact protection like a skid plate, engine guards, and hand guards. 

Last but not least, one of the major issues we've found with some smaller adventure bikes is that they're simply not comfortable to stand up on.

Granted, smaller engines will often have smaller frames by default, but there should be enough room in the rider triangle to stand comfortably on the pegs for proper off-road work.

Ideally, you should be able to grip the bike with your legs for added stability and control as well, whether that's at the front of seat or somewhere on the gas tank.

Now, with those features in mind, let's take a look at how the KTM Adventure 390 stacks up to its larger cousins. 

2023 KTM Adventure 390 Specs

MSRP: $7,399

• Engine: Four-stroke single cylinder, 4 valve head
• Displacement: 373cc
• Bore x stroke: 89mm x 60mm
• Compression: 12.6:1
• Transmission: 6 speed manual
• Final drive: Chain
• Horsepower:  44hp @ 9,000rpm
• Torque:  27.2 lb-ft @ 7,000rpm
• Fueling: Electronic injection
• Clutch: Wet/slipper

Chassis, Suspension, and Brakes

• Frame: Powder-coated steel trellis
• Front suspension: 43mm WP Apex, compression and rebound adjustable
• Front travel: 6.7”
• Rear suspension: WP Apex,  rebound and preload adjustable
• Rear travel: 7.0”
• Front brakes: Single 320mm disk, 4 piston caliper
• Rear brakes: Single 320mm disc, 2 piston caliper
• ABS: Street & cornering ABS with available off-road setting
• Wheels: 19/17", wire spoke or cast
• Tires: 100/90/19 front, 130/80/17 rear, Continental TKC 70

Dimensions/Capacities

• Rake: 63.5 degrees
• Trail: 3.8”
• Wheelbase: 56.3”
• Seat height: 32.6”
• Ground clearance: 7.8”
• Fuel capacity:  3.8 gal.
• Weight: 379 lbs

Our Take on the 2023 KTM Adventure 390

It's not every day you get an entry-level bike that's built to a premium spec.

Sure, there may be a few cheaper beginner bikes out there with similarly adventurous intentions. Still, where other brand's entry-level bikes often look and feel built to a budget (both in terms of performance and finish), KTM gives us a truly handsome offering that just so happens to be beginner friendly.   

With well sorted suspension, a fairly legit electronics suite, a small-yet-performance focused engine, and a smattering of adventure-focused features straight from the factory, this little bike drives a hard bargain to pony up a bit more cash for a bit more refinement.

It is not without its faults, of course, but as a first bike that can do literally anything reasonably well from long-distance sport touring to off-road exploration, it's one of the most well-rounded small displacement bikes money can buy. 

• Low seat height
• Fun yet manageable engine
• Premium suspension
• Adventure-focused build components
• Spoked wheels now available

The first thing that got our attention with the KTM Adventure 390 was its fit and finish. Entry-level bikes are typically marred by acres of cheap plastic, basic components, and simplified instruments, but more or less every inch of the 390 looks and feels like a scaled-down version of its larger cousins. 

There's the distinctive split LED headlight, the full-color TFT dash, the skeletonized swingarm, and, in the case of the 2023 model, the wire-spoked tubeless wheels. Throw a leg over the seat and you'll also be pleasantly surprised to find that pretty much anyone can flat-foot this little ADV at a stoplight, which bodes well for the new ADV riders it's aiming at. 

We found the little single's 44 horses more than sufficient to deliver the requisite 70mph cruise, and unlike most bikes this size, you can actually run the 390 up over 90mph if you've got a little patience and don't mind the vibrations.

The other major selling point of the KTM Adventure 390 for us is that sweet WP Apex suspension. For a little over $7,000, you're getting the same diameter fork found on our last KTM 790 Adventure, and while the travel is a little over an inch shorter, you're still getting a toolless adjustment for both compression and rebound, which is practically unheard of in an entry-level motorcycle. 

The off-road setting allows you to switch the rear ABS off entirely for slips and slides, but still keeps the front wheel in check, which comes in handy for steep descents over loose terrain. 

We'll also note that the 390 gets the most impressive complement of off-road focused protection features from the factory out of any entry-level ADV (and even some middleweights). These include factory engine guards, which are a godsend for new riders, as well as hand guards, and a "light" skid plate which, again, is no small feat at this price. 

• Quality suspension, but limited travel
• Ergonomics aren't ideal for standing
• Middling ground clearance
• Expensive for an entry-level bike

All things considered, we're convinced you'd be hard-pressed to find a comparable entry-level bike for the money, and believe KTM has delivered a seriously competitive package in the little 390.

With that being said, this bike isn't without its faults, so here are a few things to take into consideration if you're thinking of picking one up yourself. 

We'll also note that although the KTM's WP suspension is easily the most sophisticated and well damped in the segment, its practical offroad use is limited both by travel and ground clearance.

Lastly, standing up on the KTM Adventure 390 simply isn't ideal. The footpegs sit at a forward angle and are much too close to the handlebar for comfort when standing, which makes balancing tricky and leaves you perched precariously far over the front of the bike. 

Hard braking has a tendency to "lurch" the rider over the windshield, which may make some rider's first taste of the dirt more literally than they'd like. 

Final Thoughts On the 2023 KTM Adventure 390

Ultimately we found the KTM Adventure 390 to be everything its name implies: It's low and compact enough to be truly beginner friendly, capable enough on the open road for proper long-range adventures, and, because it wears the KTM badge, it's got impressive engine performance and refined suspension to match. 

Despite its shortcomings, we still believe this is arguably the best adventure bike out there for beginners who are looking to put some miles under their belt in style while also getting their first taste of off-road riding.

The bike is a joy to ride on any surface, and while the ergonomics can be a little awkward in the dirt, there are plenty of inexpensive aftermarket solutions out there for folks who want to spend more time off-road. 

→READ MORE: 2021 Yamaha Tenere 700 Review: The Good and the Bad and The best (and Worst) Times to be Standing on a Motorcycle.

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SPIED: The New KTM 390 Adventure Promises To Answer Your Off-Road Wishes

Looks like KTM is ready to launch a counterattack on the new RE Himalayan 450

• The updated KTM 390 Adventure will have improved off-road capabilities, thanks to upgraded long travel suspension and a 21-inch front wheel.
• A 399cc engine will provide more power and torque than the current model, making it more powerful than its Indian and Chinese rivals.
• An updated design is present, partly inspired by KTM's larger adventure models

Since its debut at the 2019 EICMA, the KTM 390 Adventure has been one of the most bang-for-buck sub-400cc adventure bikes out there. But it falls short of off-road capabilities, offered by some of its rivals like the new Royal Enfield Himalayan and the CFMoto 450MT. That could change soon, though, as KTM is all set to introduce a massively updated 390 Adventure The upcoming motorcycle has been spotted testing in Europe, revealing some juicy off-road-oriented details we’ve never seen before. It also has the new 399cc mill!

2024 KTM 990 Duke vs 790 Duke - Key Differences

The upcoming ktm 390 adventure has off-road-oriented underpinnings, long travel suspension with 21-inch front wheel.

One look at the test mule, and you’ll know the new 390 will focus on off-roading. Gone are the 19/17-inch cast aluminum wheels, and in comes a set of spoke wheels. The front wheel looks much larger than the rear and wears a slim dual-purpose tire, both hinting it’s a 21-inch unit. Both the RE Himalayan and CFMoto 450MT boast the same sized front wheel.

In similar fashion, the suspension is different. The motorcycle is visibly taller than the existing 390 Adventure, even with a rider on board. This, along with the heaps of ground clearance, suggests new long-travel USD forks and monoshock. Both still come from KTM’s own WP brand, though. Concurrently, a closer look reveals a redesigned, slimmed-down swingram, and a tweaked trellis chassis (and subframe) under the skin. The front disc brake has also moved to the right instead of the left.

KTM’s New 399cc Engine Will Power The Updated 390 Adventure

More power, more torque.

Then, there’s the engine. Look closely at the engine bay, and you can spot several similarities with the new 390 Duke. The underbelly exhaust is one, the curved radiator is another, and the engine cases are perhaps the biggest giveaway. For reference, this new engine displaces 399cc to produce 44.2 horsepower and 28.8 pound-feet. If this output remains unchanged on the ADV, you’re looking at around one pony and pound-feet more than the current model. Though not a lot, it’d make the bike more powerful than its Indian and Chinese rivals.

Other than this, you can expect a likable set of features. The current 390 already has:

• Cornering ABS
• Switchable ABS
• Traction control
• Bluetooth-enabled TFT display

One key change will be the inclusion of KTM’s new five-inch TFT (with new graphics and layout), clearly visible in the spy shots. It’s the same display present on the new 390 Duke.

A New Design Will Round Off The Updates On The New KTM 390 Adventure

Inspired by its bigger siblings.

The 990 Duke and 1390 Super Duke R have already made headlines with their…erm…unorthodox aesthetic and the new adventure bike follows in the same footsteps. You get vertically stacked LED projectors in place of the current split headlight, flanked by new DRLs. The short windscreen makes way for a considerably larger unit, while a motocross-inspired fender takes over from the conventional unit.

Same goes for the middle and back. New plastic bodywork is clearly visible, attached to what looks like a sculpted tank cover. These appear inspired by the bigger 790 and 890 Adventure models, rather than being reminiscent of the 390 Duke (which is currently the case). As for the rear, the tail simply looks inspired by out-and-out enduro bikes . It’s slim and sleek while incorporating a puny LED tail lamp. Other notable design elements include:

• Stanchion covers
• New indicators
• New mirrors

Last but not least is the souped-up ergonomics. The split saddle on the current model has made way for a rally-like flat single-piece seat, while the handlebar pairs up with different risers. We can also spot repositioned pegs (moved rearwards). You’re still looking at an upright riding triangle, although the seat height will certainly be higher (thanks to new underpinnings).

The Upcoming KTM 390 Adventure Is Still Some Time Away

Did someone say 2025, spied: the new ktm super adventure looks nothing short of a beast.

Judging from the changes, there’s no doubt the updated 390 Adventure is the mini- 890 Adventure we’ve all been begging for. It could not only stir up the entry-level class but also cater to experienced riders looking to get into off-roading. That said, KTM has already announced the MY24 390 Adventure with new colors and spoke wheels. So the test mule you see here is unlikely to break cover in the coming few months. Plus, with no decals on its body, we believe the motorcycle is still in its testing phase rather than being close to production.

Alternatively, there’s a chance the new ADV would come in two variants. What we see here could be the 390 Adventure R, which would sit above the more road-focused 390 Adventure. KTM does the same with its 790 and 890 ADVs, so this is certainly not a shot in the dark.

Source - Motorrad Magazin , KTM

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3000+ Mile Review Is the KTM 390 Adventure a Travel bike?

Photo: Zac Kurylyk

Quick, head over to KTM.com, and check out the “Travel” bikes. What have we got here? A few 890 models, a 690 Enduro R (really, that’s a travel bike?), a couple of 1290s, and the . . . 390 Adventure?

What? Is the 390 Adventure really travel-ready? I’ve just got back from a 5,000-kilometer trip around Newfoundland on a 2021 model, and, after that, I can tell you this: the 390 Adventure is more than able to handle hard miles.

The single-cylinder engine has enough jam to carry you uphill above highway speeds. Photo: Zac Kurylyk

The KTM 390 Adventure has enough power for touring

This was my biggest concern about the bike. Would the single-cylinder engine have enough jam? With liquid-cooling, a four-valve DOHC top end, and six-speed gearbox, I figured I’d probably be OK—and I was right.

The 390 Adventure makes about 43 horsepower at the crank, and 27 pound-feet of torque. That’s not much, but it’s enough to do the speed limit with a bit to spare, in most cases. If you’re on a standard North American highway, with top speed 65–70 mph (100–110 km/h), the 390 will do better than the limit, even on the uphills. Running around Newfoundland, the only time I ever felt I needed more torque was on really long uphill runs, especially if I was battling wind. Otherwise, I had no problem running with the other bikes on this trip (a Yamaha Tenere 700, a BMW R1100 GS, and a Suzuki V-Strom 1000). It’ll run at 130 km/h (81 mph) forever, and even faster on the flats. Just like a big old 650 thumper.

The KTM 390 Adventure has an advanced electronics package

Of course, many riders need, or think they need, more power and a more capable chassis. However, I found the little 390 a very willing little burro for hillclimbs and general gravel-road fun, as long as you rode it carefully. That 19-inch wheel doesn’t have the same roll-over capability as a 21-incher, and it’s a cast rim, not spoked. Photo: Zac Kurylyk

The KTM 390 Adventure is a good compromise for realistic ADVers

Between those two Giant Loop bags, that’s 76ish litres of luggage on the bike, with no discernible detriment to handling. Photo: Zac Kurylyk

The KTM 390 Adventure is easy to kit out

While I would have liked more torque on this trip, I didn’t need it. And it’s not one of those “250 is enough” deals. The 390 has enough jam to hang in the passing lane on the highway. Photo: Zac Kurylyk

The KTM 390 Adventure is very affordable

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2020 KTM 390 Adventure | Road Test Review

“Who woulda thunk it,” as my dad would say. A KTM adventure bike that costs less and makes more power than a Kawasaki KLR650, has fuel injection, electronic rider aids and weighs nearly 50 fewer pounds to boot? What mythical beast is this? It’s the 2020 KTM 390 Adventure, and it’s no myth. In fact I’ve spent the last few days on one, cruising the urban streets, farm roads and mountain highways near my home (taking a rain check on the hard core off-road stuff in these unusual times — see our “To Ride, or Not to Ride…?” editorial here ).

With a base price of just $6,199, the new 390 Adventure is a lot of bike for the money, with an impressive list of standard features that make it a serious threat to value-oriented Japanese competitors like the Honda CB500X and Kawasaki Versys-X 300, as well as BMW’s G 310 GS. Adjustable front and rear WP suspension, a full-color TFT display, lean-angle sensitive traction control and Bosch 2-channel cornering ABS are all standard, with a quickshifter offered as an option.

Read our Tour Test Review of the KTM 790 Adventure here.

Powering the 390 Adventure is the same 373cc, 4-valve, DOHC, liquid-cooled single used in the popular RC 390 and 390 Duke sport bikes, which generated 44 horsepower at 8,800 rpm and 27 lb-ft of torque at 7,000 rpm when we last put it on the Jett Tuning dyno — that’s nearly as much as the Honda CB500X’s larger parallel twin. It’s fitted with a gear-driven counterbalancer to tame the worst of the vibes, although we noticed a fair amount in the grips and the cleated footpegs (rubber inserts are included but were removed from our test bike). Passing at freeway speeds, especially on hills, requires either a little patience or a downshift, but the 390 cruises at the SoCal traffic standard of 75 mph without complaint. The feisty single is mated to a 6-speed gearbox fitted with a slipper clutch and, in the case of our test bike, KTM’s excellent up/down Quickshifter+.

Up front is a 43mm WP Apex USD fork with 6.7 inches of travel and adjustable compression and rebound damping; in the back is a WP Apex shock with 7 inches of travel and adjustable spring preload and rebound damping. Brakes are BYBRE, Brembo’s Indian subsidiary, with a 4-piston radial caliper gripping a single 320mm disc up front and a single-piston floating caliper/230mm disc combo in the rear.

Jenny’s Gear Helmet: Arai XD4 Jacket: Klim Artemis Pants: Klim Altitude Boots: Sidi Adventure Gore-Tex

Bosch 9.1MP cornering ABS has two settings: on and off-road, which disables it in back (it cannot be completely disabled). Lean-angle sensitive MTC (traction control), on the other hand, is either on or off (there are no special modes) and can be changed on the fly, although you’ll have to hold a button on the left switchgear and release the throttle for several seconds to do so. Off-road enthusiasts take note: the MTC will revert to the on position when you shut the bike off using the ignition key, but as far as we can tell it stays off if you only use the kill switch. Like its larger siblings, the 390 Adventure includes a 12V power socket as standard, located front and center underneath the TFT display, so mounting a phone for use as a GPS or just keeping it charged in a strap-on tank bag atop the plastic fuel tank is easy.

With its 19-inch front/17-inch rear cast wheels, 70/30 Continental TKC 70 tires, plastic skid plate (augmented with metal in front of and below the exhaust pipe), and modest suspension travel and ground clearance (we measured seven inches), straight off the showroom floor the 390 Adventure is best suited to gravel and fire roads. While the WP suspension is stiff enough to perform well on smooth, sporty rides and soaks up gnarly pavement and rough dirt roads, I would want to keep extended rocky encounters to a minimum. On the plus side, bikes for the U.S. market come standard with tipover bars that protect the sides of the engine and radiator. Spoon on some knobbier tires, bolt on KTM’s accessory aluminum skid plate and you’re ready for some hard-core adventure.

For a bike of such modest size, power and entry-level pretensions, we were somewhat surprised by the height of the 390 Adventure’s seat. On paper it’s not so bad, listed at 33.6 inches, but the seat is hard and fairly flat, with sharp edges that make it difficult to get your feet on the ground. It narrows a bit toward the front, but at that point it also slopes up and gets even taller. Even with my 34-inch inseam, if I’m wearing stiff ADV-style boots I’m on my tiptoes at a stop, and forget about backing up even the slightest of inclines while seated on the bike. Fortunately the 390 is a featherweight, tipping the scales at just 387 pounds fully fueled, adding confidence to one-footed stops and making it easy to push around. And there’s another upshot: the long reach from seat to footpegs leads to a relaxed bend in the knees and makes standing up for off-road riding a cinch.

Elemental protection from the short, non-adjustable windscreen isn’t bad, although I definitely experienced some windblast, especially at freeway speeds, on my upper chest, shoulders and helmet. Ergonomics are smaller-frame-friendly (well, apart from that tall seat), with a short reach across the 3.8-gallon tank to the handlebar and its backlit switchgear. At 5 feet, 9 inches, I found the handlebar to be too low for stand-up riding, requiring a pronounced forward lean; a bar riser would be on my must-have list. 

Romping through a set of corners is a joy, with the 390 exhibiting a taut, stable character that might surprise those who expect less from a small, “entry level” motorcycle. Brakes are above average for a bike in this price range, with solid bite and good feedback in front, though the back feels a bit wooden initially. Combined with a stiff chassis and firm but compliant suspension, this is a truly fun to ride machine, and those riders who pick up a 390 Adventure with no aspirations of ever touching dirt, perhaps drawn primarily to the upright, commanding “ADV” riding position, can look forward to miles of curvy smiles. The bike responds best to a firm hand, especially off idle; too gentle with the throttle and the fueling cuts out, threatening a stall — possibly the price paid for Euro 5 certification on such a high-strung motor. Once underway it still prefers to be wrung out a bit, and doesn’t respond with much below about 4,000 rpm; keep it north of that and you’ll have a ball. It’s also worth noting that even with a heavy throttle hand, fuel economy averaged 53 mpg, for an estimated range of 202 miles. 

KTM already has a laundry list of accessories for its 390 Adventure, including a slip-on Akrapovič silencer that shaves off another 2.2 pounds, Ergo rider and passenger seats, hard and soft side bags and more. A centerstand, unfortunately, is not on the list. Other than that, though, it wouldn’t take much to turn the 390 Adventure into a capable on- or off-road adventurer, and even in stock form it’s a fantastic commuter that’s ready for just about anything.

2020 KTM 390 Adventure Specs

Base Price: $6,199 Price as Tested: $6,559 (Quickshifter+) Warranty: 2 yrs., 24,000 Miles Website: ktm.com

Type: Liquid-cooled single Displacement: 373cc Bore x Stroke: 89.0 x 60.0mm Compression Ratio: 12.6:1 Valve Train: DOHC, 4 valves per cyl. Valve Insp. Interval: 9,300 miles Fuel Delivery: Bosch EFI w/ 46mm throttle body Lubrication System: Wet sump, 1.8-qt. cap. Transmission: 6-speed, cable-actuated wet slipper clutch Final Drive: X-ring chain

Ignition: Bosch EMS Charging Output: 230 watts max. Battery: 12V 11.2Ah

Frame: Steel trellis, cast aluminum swingarm Wheelbase: 56.3 in. Rake/Trail: 26.5 degrees/3.9 in. Seat Height: 33.6 in. Suspension, Front: 43mm USD fork, adj. for compression & rebound damping, 6.7-in. travel Rear: Single shock, adj. for spring preload & rebound damping, 7.0-in. travel Brakes, Front: Single 320mm disc w/ 4-piston radial-mount caliper & ABS Rear: Single 230mm disc w/ 1-piston floating caliper & ABS Wheels, Front: Cast, 2.50 x 19 in. Rear: Cast, 3.50 x 17 in. Tires, Front: 100/90-19 Rear: 130/80-17 Wet Weight: 387 lbs. (as tested) Load Capacity: 440 lbs. (as tested) GVWR: 827 lbs.

Performance

Fuel Capacity: 3.8 gals., last 0.4-gal. warning light on MPG: 91 AKI min. 53 mpg avg. Estimated Range: 202 miles Indicated RPM at 60 MPH: 5,200

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Everything I want, except a too tall, too hard seat.

6.2 tall so I’m stoked it has good seat height ..but do understand smaller riders won’t like

I also have a ktm 250 exc two stroke now that’s a hard seat …makes the 390 a lounge chair in comparison

I am getting 430 Km per tank of gas ( 270 miles ) on average riding taking it easy can get better. I am 5’9″ with a 33″ inseam and can flat foot bough feet no problem just put them in front of the foot rest, or behind. I am waiting for a up grade bash plate form KTM before hitting single track but on very rough dirt and gravel roads it dose great , did put Dunlop TrailMax Mission tires on it, even with my 33/46 liter GIVI trekker hard bags still getting 3.3 liters per 100 Km ( 71.3 miles per gallon US ) 271 miles per tank of gas or 436 Kilometers .

Agree with John “crash”. Too tall. Otherwise…most excellent!

Great review. Looks like a suitably quirky and capable dual purpose bike ideal for exploring the back lanes . Question is, how will it stack up against the mighty Himalayan? It’s way down on power and way up on weight, but I think theHim’s character and torque might swing it for me.

there is a video on the KTM 390 Adventure and the Himalayan, doing off road and the KTM is the winner, they are putting these bikes though much more than most people would ever try. I would go with the upgrade on the bash plate by KTM, to do hard off road, and remember to go slow it is not a 790 .

I own both. Two very different bikes. The Himalayan is the more comfortable, take it easy, and smell the roses ride for exploring off the beaten path. Much more bottom end torque. Just love the way that engine will just tractor it’s way over or through anything like it’s not even breaking a sweat. It also has a lower seat height which is very confidence inspiring when the going gets tough off-road. I’ll take it places I won’t even consider going on the KTM. On the flip side, the Adventure is the better road bike if sportier handling and higher speeds are your thing. It is WAY quicker than you’d think a 373cc bike should be. It’s also nimble and light, and has more high tech doodads like BT connectivity, traction control, a really nice TFT display, with lots of bells and whistles like shift light, dual trip meters, etc. The Himalayan is much more simple and far simpler to work on. I do all my own bike work. Adjusting the valves on the Himalayan is a doodle. Just getting TO the head on the KTM is a NIGHTMARE!. They are both very nice in their own way. Just depends on your mood. They are similar in some ways but different enough for me to justify owning both.

Neat little bike. If they can get their up coming 490 Twin to come in at 380 lbs. or so…winner, winner!

But how long before it’s released? Would rather have the 490 but want to stay under 400 lbs wet for off road

Agreed that it’s just to tall, for me anyway! 33.6 for a starter ADV bike? The Honda CB500X sits at 32.7, and that’s about as tall as I’d want. Even the 790 Adventure in the low position is 32.7 I believe. Sorry KTM.

Time to compare to the CSC RX4.

Nice bike but way to tall

What brand of tail bag is on the test bike?

That is an old Firstgear bag. They no longer make them unfortunately.

Very comparable to my DR650. I guess when we’re no longer able to buy those this is what the future of riding will look like.

With that tall perch and only 230 watts max output, it wouldn’t be much of an explorer for me, especially with insufficient power for aux lights and any heated gear. Bummer

How many watts do you need? Are you riding in winter? What about LED aux lights ?

Love the height!! Thanks KTM

Is this bike powerfu enough for someone 6’3” and 235 lbs? I just want it for camping and exploring nearby trails, thanks.

Sure! Lots of people in your weight range ride motorcycles in the 390cc range.

It’s sad. I’m not sure if I can ride it well because I’m short(5’6″) . Do you think a versys would look better on me? Thanks.

The KTM 390 Adventure is reasonably tall, however, it’s very narrow compared to any other motorcycle in its class. Plenty of riders of your height ride taller ADV machines, so I do think it’s a workable situation. For reference, the Versys 650 is 0.5-inch shorter but has a slightly wider chassis. I would suggest heading over to your dealer and throwing a leg over each bike, seeing what works best for you.

Take care! – Nic

Not sure if you’ll ever see this, but I own one and am 5’6″, and its pretty tall. I have experience with dirt bikes, so I handle it alright, but that is pretty much my only complaint.

Germany has to appreciate not every one is 9 feet tall with 40 in inseams. Would sell a ton more KTM and BMW adventure bikes if they lowered the ride. There is not even a lowering kit for this bike available in North America whereas for the Honda there is one that will drop the set height down nearly 2 inches. No “new” rider feels comfy on a bike whereas all that is keeping it up is to balance on your toes. Does not install confidence. Great, great bike with one major flaw….seat height.

I rode both the 390 and the Honda 500x bought the Honda, not necessarily because it was a better bike (both are quality rides) but because “it fits” if you are under 6ft and with less than 33 inseams I highly recommend the CB 500 x

Seat height is perfect. Lay off, haters.

Hello, if the bike makes 230 watts max, how many watts does the stock bike require to operate? I want to know how much I have left over for accessories like heated gear and additional lighting. Thanks, Steven

Check the owner’s manual

Hello, I did look there first and all over the web with no luck. To be fair, I actually ride a 2020Husqvarna Svartpilen 401. (same engine and frame. Even has KTM manufacturing stickers on it). No luck so far. Thanks

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Long-termish Review: KTM 390 Adventure

When the KTM 390 Adventure debuted in fall of 2019, I was immediately intrigued. It looked like a lot of bike for little money. I didn’t get a chance to ride the new model in 2020 (thanks, COVID!), but now I’ve just got back from a 5,400 km trip around Newfoundland on the made-in-India Katoom—one of the longest tests I’ve ever done on a press bike. Here’s what I found out about the machine:

Street Manners

On the street, the KTM 390 Adventure is a nimble as a barrel racer, with a surprisingly powerful single-cylinder engine. It’s funny, because the engine was my biggest concern when I picked up the bike. I was riding pretty carefully during the 1,000 km break-in period, because the 5-inch TFT dash (easily controlled by a four-button array on the left handlebar) would flash menacingly as I approached 6,500 rpm. Heeding the warnings, I backed off on the throttle.

However, once I hit a thousand klicks on the odometer, I set out to find what the 373 cc liquid-cooled thumper was capable of. Answer: Extreme fun.

Thanks to a modern design (four-valve head, DOHC, slipper clutch, fuel injection, throttle-by-wire), the KTM 390 Adventure makes 43-ish horsepower. Wimpy when compared to the 890, sure, but cruising at highway speeds is no problem, and with an optional up/down quickshifter, this bike accelerates far more quickly than a small single should.

On my trip around Newfoundland, my riding partners (a BMW R1100 GS, Suzuki V-Strom 1000, Yamaha Tenere 700) were surprised at just how much speed the 390 Adventure had on tap. The KTM easily cruises over 120 km/h, which is 20 over the limit on many Canadian highways, and that’s with a load of luggage and a Dad-bod rider (I’m 100 kg) on board. Plan your attack, and you can accelerate to expensive-ticket speeds even on uphills—especially on secondary highways. Pull out to pass a semi, bang-bang the 4th-to-5th and 5th-to-6th gear changes with the quickshifter, and you’re gone. My buddies were complaining that I was pushing the pace too hard, rather than slowing them down.

Not that they couldn’t easily keep up if they wanted, of course (they’re just wary of expensive-ticket territory). The 390 only has 27-ish lb-ft of torque, so you’ve got to keep the little single on the boil if you want to maintain speed. On level ground, no problem; on a long highway grade, bucking a strong headwind, then you’ve got a problem, if you haven’t built up a head of steam at the bottom of the hill. Still, the bike will handily do the speed limit and above, and that’s all you really need, isn’t it?

The counterbalanced single has some vibration, but nothing objectionable, and sees reasonable fuel consumption. I averaged 4.2L per 100 km when I rode the bike, although that would fluctuate when I was on the gas hard. On some fill-ups, the Low Fuel light came on around the 175 km mark, if I was flogging the bike hard. KTM reckons the 14.5 L tank would do 400 km, but I think you’d have to be pretty gentle on the throttle to achieve that. I made 250+ km with the bike stripped of its luggage on mild-mannered backroad rides, before the fuel light came on. I think 300 km would be relatively manageable with a skinny rider and light throttle hand.

Along with the surprisingly zippy engine, the 390 Adventure suspension is a cut above the norm in the sub-500 category. Fully-adjustable WP Apex forks and shock come standard, and they’re well-matched to the bike’s weight and power. You have to be going very hard to feel the suspension get loosey-goosey in the corners; the ride is firm, responsive, and mostly gobbles up the road’s imperfections well. As a whole, the chassis is tight, with great mass centralization (claimed dry weight of 158 kg). It’s a confidence-inspiring machine at any speed.

If you’ve got to come to a stop, the single 320 mm disc works nicely, with radial-mount four-piston caliper from ByBre (Brembo’s Indian subsidiary). These brakes are a major cut above the systems on old Japanese 650 thumpers, and frankly, if KTM can sell these systems so cheaply, the Big Four should be ashamed of themselves for not including similar on their small-displacement models.

If you’ve really got to come to a stop, then ABS will help save your butt when things get wild. This machine comes with leaning-sensitive ABS (a two-channel Bosch arrangement). You can switch it into Off-road mode (allowing more rear wheel lockup), but you cannot switch it off.

The 19-17 front-rear wheel combo is an obvious compromise; motorcycles aimed at hardcore off-road use would have a 21-inch front rim. However, the 19-inch steers very nicely, and the cast rims mean you’ve got a wide range of tire choices if you don’t like the stock Continental TK70s. For what it’s worth, I was very happy with the factory-issued rubber. They had more than enough grip for this bike, and seemed very long-lived. The TK70s had thousands of kilometres of life left when I sent the bike back to KTM with 6,000+ km on the clocks. I expect they’d do 10k, while the Tenere 700 I rode with had its rubber basically beat at 7,000 km.

The seat gets the job done. My butt is (I think) a mass of scar tissue from years spent on dodgy dual-sport seats, so I’m incapable of objectively gauging comfort levels. However, I can tell you the 390 seat has the wide-in-back, narrow-in-front design that you need on an adventure bike that’s splitting time between street and off-road.

Speaking of off-road …

Off-road Manners

Let’s get one thing straight from the start: With 19-17 wheels and low ground clearance, the KTM 390 is not designed to be ridden like an enduro bike. The forks have 6.7-inches of travel, and the rear shock has 7-inches of travel.

That’s not a lot, especially when compared to machines like KTM’s 690 Enduro—but it’s enough. You would be silly to take the 390 Adventure down woodsy single-track, but ATV trails and gravel roads aren’t bad. You just need to learn to be clever at picking your lines, carefully steering around obstacles instead of trying to roll over them.

In fact, if ridden in the lower gears, the 390 is a very non-intimidating off-roader. It has a low seat height, a user-friendly powerband, and tires well-matched to the bike. I know other reviewers have gone on at length at their willingness to “send it’ on the bike Larry Enticer-style. Personally, I mostly avoided that, but did find the 390 was quite capable of getting itself out of the trouble that I got it into.

I did find the handlebars a bit low for my awkwardly-elongated upper body, when I was standing on the pegs. No biggie, a cheap set of bar risers would fix that.

The only other issue I had off-road was—I did not care for the traction control on hill climbs. The 390 requires a vigorous throttle hand to blast up loose hills, and the TC system had a habit of kicking in just when I needed the power most. Thankfully, it’s easy to turn traction control on/off on the fly—go back to analogue clutch lever/throttle traction control, and the problem is solved.

On level gravel roads, I didn’t mind the TC system at all.

At $6,799 when this bike was introduced, it might have been the greatest bargain I’ve ever seen in Canadian moto dealerships in my lifetime. Alas, the price tag has now risen to $7,399—but I still think that it’s well-priced.

Consider that Kawasaki’s Versys-X 300 comes in at $6,799, with only standard ABS, and a generally less-advanced platform (that 300 engine now dates back to 2013). Other than that, the only other competitor in the ballpark is the Honda CRF300 Rally, priced at $7,399 with ABS. Again, that’s an older design (based on the 2011 CBR250 engine). From where I sit, the 390 Adventure looks like a great deal for a rider starting out in the ADV world.

What if you’re a more advanced rider? Personally, I had a lot of fun flogging the little KTM around Newfoundland for 10 days, but I did find the bike less enjoyable without the quickshifter. The little single-cylinder is peppy, but that optional add-on transformed it into a sleeper. At $263.99, I think it’s well worth the price.

Even without the quickshifter, though, the 390 is a non-intimidating and capable bike, with all the latest safety electronics—stuff that wasn’t even available on superbikes a decade ago. For $7.4k, I’d certainly consider buying one if I wanted to travel, maybe explore some unpaved roads, and didn’t mind wringing out the throttle on the highway.

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[…] Review KTM 390 Adventure – Canada Moto Guide […]

Some people say that the KTM engine gets too hot during the ride ad sometimes the carter cracks. It´s that true ?What’s your opinion after that ride you did? Thanks

I’m 6’2″ with longer legs. Can it be comfortable for touring with right mods? I was considering the new KLR (due to ergonomics) but this might be a better bike for the same money.

I’m sure it can be made to work. But I have short legs, so can’t confirm …

I’m looking at getting back into riding, How would you compare this bike to the CRF300 Rally for 50% highway, 30% twin track dirt, 20% single track?

With a 19-inch front wheel and lots of plastic, this is not up to the CRF300 Rally’s offroad standard–but it’s wayyyyy better on the street.

If you must ride single track, the CRF300L would be better than either. Just get an oversized gas tank or a rear fuel cell, and a removable windshield.

How is the reliability?

No problems up to the 7500 km point when I handed it back, and that was with a lot of vicious flogging along the way.

ONLY 43 horsepower. The horror! How many DRZ400, DR650 or KLR650 owners have spent hundreds of dollars, changing pipes and modifying airboxes/jetting trying to get near that figure.

Welp, that’s crank hp, which I think my Suzook made in stock form. Maybe a bit less.

I saw you guys in Tatamagouche, NS at the Robins. Now all my questions on the 390 are answered, lol

Haha, glad to be of service!

Would you ride one to South America?

I’d ride one to Panama. South of there, not sure. Might buy a DR200 for South America, as it’s widely available down there for parts.

Ooooh, OK. Great advice.

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READY TO #ADVENTUREMORE: 6 WAYS TO FURTHER ENHANCE YOUR KTM 390 ADVENTURE

The KTM 390 ADVENTURE is an exciting intro to light off-roading but there are six items in the KTM PowerParts catalog that will allow every rider to personalize their own machine ahead of their upcoming summer explorations. Read on and dare to resist temptation!

PC @SebasRomero

Commuting, kicking up dust for the first time or simply enjoying the rally-derived ergonomics and handling on the road: the KTM 390 ADVENTURE is a nifty and multi-purpose addition to KTM’s ADVENTURE portfolio. However, versatility may be further enhanced and personalized according to each rider’s personal requirements.

With these six small ‘extras’ from the specifically-engineered KTM PowerParts collection, the KTM 390 ADVENTURE takes on another dimension. So, what’s on the shopping list?

1. Take me down The KTM 390 ADVENTURE seat sits at 855 mm above the ground for ideal suspension travel and ground clearance. Its height is all part of the off-road profiling-and-design to create the comfiest ride across any terrain or in any condition, but there is a way to drop the altitude for smaller motorcyclists. KTM and WP Suspension have forged a LOWERING KIT . The combination of three springs for the front and rear WP APEX suspension and a new side stand means a fairly easy piece of maintenance will lower the KTM 390 ADVENTURE seat by 25 mm making that saddle hop a little less taxing.

2. Fire me along The KTM 390 ADVENTURE ’s performance figures of 32 kW and 37 Nm ensure the motorcycle’s single cylinder packs a torquey punch. For those wanting even more payback from the Ride-by-Wire throttle, then the AKRAPOVIČ “SLIP-ON LINE” silencer is an easy upgrade to install. The titanium (outer sleeve) and stainless steel (internals) produce a discernible weight difference compared to the stock version. Performance and durability come through the high-quality and world-renowned workmanship by the Slovenian brand. As an added bonus, the trademark Akrapovic styling (and throaty new growl of your KTM 390 ADVENTURE ) makes the Slip-on Line even more appealing.

3. Help me pack Making the most of the Travel possibilities of the KTM 390 ADVENTURE means assessing the best way to transport any ‘stay-away’ essentials. Aside from the very capable TANK BAG and REAR BAG options, the SIDE BAG CARRIER (a steel tube ‘chassis’ that bolts onto the motorcycle with four screws) is the ideal solution in order to be able to fix the hard-shell SIDE BAG SET . These panniers are quick to clip in place as well as being light and scratch-resistant. They do not impede the position of the pillion and have integrated anti-theft devices for peace of mind.

4. Protect me While the KTM 390 ADVENTURE is more than happy to cruise along the city or mountain side roads, the allure of the trail is keenly felt with this maneuverable motorcycle. Whether it’s a slow tumble or the unwanted presence of large rock, the CRASH BAR and SKID PLATE protector are utterly worthwhile to keep the single cylinder powerplant running and looking on-point. The CRASH BAR is fitted with the minimum of fuss to ‘cage’ the externals of the engine and carries a durable coating, so it endures as well as it shields. The SKID PLATE is made of light-grade aluminum and is a capable first buffer against any intruders that might challenge the KTM 390 ADVENTURES ’s lower side.

5. Carry me faster For many the experience of a QUICKSHIFTER+ is something that rapidly comes compulsory on a KTM motorcycle; once the effortless clutchless glide through a gearbox has been tasted then few go back. KTM fabricates a sturdy and reliable QUICKSHIFTER+ device for a variety of models and the KTM 390 ADVENTURE gets the same treatment.

6. Carry me better The KTM PowerParts SEAT is a further token towards a desirable ride and is made to optimise offroading. The saddle marginally elevates the ride height another 18 mm but permits closer contact with the machine and a wider knee angle as well as more freedom to react to the path ahead.

For more information, please visit: ktm.com/powerparts

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TAKE THE LONG WAY HOME

KTM 390 ADVENTURE

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Base Price: 13,900.00 SGD*

• Engine & Exhaust
• Ergonomics & Comfort
• Bodywork & Graphics
• Software & Electronics

01. Engine & Exhaust

A state-of-the-art, liquid cooled, single-cylinder, four-stroke 373 cc engine powers this agile machine perfectly into KTM's world of ADVENTURE. The engine is equipped with an electric starter and achieves a peak power of 32 kW (43 hp) with an incredibly punchy 37 Nm of torque. Twin overhead camshafts, four valves and electronic fuel injection are integral to the KTM 390 ADVENTURE's outstanding power and together with a balancer shaft, deliver the highest levels of smoothness. Its lightweight and compact construction facilitates straight air intake channels, allowing for a shortened distance for air to flow into the combustion chamber, and beyond for gas flow to the two catalytic converters. Besides the faster movement of air and gases, this also allows the engine to warm up faster. Additionally, the two catalytic converters and the fuel tank ventilation system (EVAP system) improve emission values and prevent fuel vapors from being released into the environment, making the KTM 390 ADVENTURE extremely eco-friendly and compliant with the strict EU5 exhaust emission standards.

Slipper Clutch

The slipper clutch is a unique feature that saves power and helps in slides. It opens when the engine back-torque becomes too high, preventing annoying rear wheel chatter when braking sharply or decelerating and gives the wheel just that little bit of braking for a controlled rear wheel slide. It also closes with the force of the clutch springs when the throttle is opened, allowing the clutch to be pulled with the little finger, which saves energy when riding.

The 89 mm bore piston is DLC coated for extra durability. It performs a stroke of 60 mm, which results in a displacement of 373.2 ccm and produces a compression ratio of 12.6:1. The crown is cooled by the oil spray nozzle, while the piston uses a continuous, low-friction, nicasil-coated aluminum wet bushing with open-deck design.

EMS/Ride-by-wire

The 390 ADVENTURE is fitted with a state-of-the-art engine management system featuring the most modern electronic fuel injection system with a 46 mm throttle body. Instead of the throttle valve in the electronic injection system being controlled by a conventional throttle cable, the KTM 390 ADVENTURE uses a ride-by-wire process. With the help of electronic sensors, twisting the throttle grip activates the throttle valve through the use of a servo motor. It electronically translates the throttle commands of the rider into the optimum throttle valve position for the current riding situation and for the most linear power delivery.

Cylinder head

State-of-the-art DOHC (Double Overhead Camshaft) technology. The four valves in the cylinder head of the KTM 390 ADVENTURE are actuated, via durable finger followers, by two overhead camshafts. This design is one of the preferred performance solutions of many offroad models, including the successful KTM 1290 SUPER ADVENTURE. It is not only renowned for its extreme reliability, but also offers low friction, thanks to the ultra-hard DLC coating on the finger levers - a solution that makes this engine super reliable, even when pushing for longer at high RPM.

The KTM 390 ADVENTURE is fitted with a robust 6-speed sequential gearbox. The gear ratios fit perfectly to the power band of the 390 cc engine and allow you to smoothly select the perfect gear, whether it be flowing street rides or more challenging offroad escapes. 

The KTM 390 ADVENTURE matches all the A2 driver´s license requirements.

The KTM 390 ADVENTURE features a lightweight, precision-crafted exhaust system, comprising of a stainless steel header pipe and pre-muffler, which flow perfectly into a slim silencer. The silencer is shaped by a compact and light aluminum sleeve that has been positioned close to the bike's overall center of gravity to improve balance and handling. It aids in delivering instant, smooth power and is specifically designed to not affect the rider's movement on the bike. Two catalytic converters are integrated in the header pipe and pre-muffler, effectively bringing the exhaust emissions down to Euro 4 level.

02. Chassis

Similar to the race proven frame of the KTM 450 RALLY, the KTM 390 ADVENTURE features an ultra-lightweight, yet extremely stable trellis frame. It exceeds all requirements for stability and controllability and is the backbone of this nimble adventurer. The forgiving balance of flex and stiffness, combined with a wheelbase of 1430 (+/-15.5 mm) and a 63.5 degree steering head angle, clearly suggest an offroad oriented layout. It is also the basis of its outstanding straight-line stability and precise and agile steering behavior.

The removable, steel trellis subframe is fixed to the main frame with 4 screws. It was developed to be compact and lightweight, but strong enough to carry a passenger and luggage, while negotiating the tough conditions that can be expected when adventure riding.

The die-cast, open-lattice swingarm is a signature element of the KTM ADVENTURE range. It is precisely manufactured with an optimized stiffness, while still offering excellent flex characteristics. The rear shock links directly onto the swingarm, reducing complexity and parts, while also enhancing the feeling of the bike’s behavior for the rider. The relatively long swingarm provides enough space for any suitable offroad tire.

With many years of development in the toughest terrain, the KTM 390 ADVENTURE draws on WP’s renowned racing experience for a great handling package that is ready for more adventure. The WP APEX suspension in the front and rear work together perfectly with the chassis to provide comfort, control and the clearance to venture down more challenging roads. 

The WP APEX 43 mm upside-down fork was originally developed for enduro riding so it is perfectly suited to the demands of the modern day adventurer. Due to high-quality materials and a state-of-the-art production process, the WP APEX 43 mm fork has outstanding response and damping characteristics.

Triple Clamp

The triple clamp is developed for a 63.5 degree steering head angle. It is also possible to change the height of the handlebar with a different mount available in the KTM PowerParts catalogue.

The cutting-edge WP APEX shock absorber finds its way into the nimble chassis of the KTM 390 ADVENTURE. It provides tailored performance ideal for traveling long distances in tough conditions. Thanks to an adjustable spring preload and rebound damping, it can be fine-tuned to different situations, balancing typical KTM performance with all day riding comfort.

New 5 spoke cast wheels are specifically designed to be robust enough to handle harder adventure riders in tough terrain. The 19" front wheel and 17" rear wheel are fitted with tubeless CONTINENTAL TKC 70 tires, which provide excellent performance on the street, while still offering ample grip and control in the dirt.

High-quality BYBRE brakes featuring a large 320 mm front brake disk and a 230 mm rear disk work perfectly with a 4-piston radially mounted front caliper and a 1-piston floating rear caliper, to provide the ideal mix of control and stopping power. In addition, a 2-channel ABS system made by BOSCH guarantees the highest safety standard when conditions get a bit trickier.

The fuel tank is a central element of the design and engineering mastery of this daily adventurer. Its shape offers excellent ergonomics, with a narrow knee area that provides great control and even fits taller riders. It has an impressive 14.5 liter fuel capacity and together with its exceptional fuel economy, is set for more than 400 km of non-stop exploring on a full tank.

03. Ergonomics & Comfort

Full control at your fingertips, thanks to a tapered aluminum handlebar that is perfectly fit for purpose. Not only do the bars provide the ideal riding position when seated or standing, it also provides the perch for the TFT menu switchgear which can be customized to personal preferences. For instance, riders can set their ABS and MTC settings to be easily accessed for quick toggling when the tarmac suddenly runs out.

The KTM 390 ADVENTURE features a two-part seat that provides unmatched comfort and rider control on long riders. Having a narrower front section, the rider's seat not only offers easy accessibility for shorter riders, it also allows for better control on difficult terrain. The seat can be easily removed for access to the airbox and a small storage compartment. The KTM PowerParts team have also specifically developed different seats to match individual customer needs from comfort to riding style.

The wide and robust foot pegs come directly from the offroad models. They were developed for all day riding, standing or seated, for street or offroad boots. They have rubber inserts, which provide more comfort when riding on the street and can be easily removed for more grip when heading off the beaten track.

The KTM 390 ADVENTURE’s windshield is an efficient deflector. It has a profile that allows the rider to move around the bike freely and offers an unobstructed view directly in front of the bike, even when covered in dirt. It can also be mounted in a lower or higher position to suit the rider´s size or needs. Two windshields of different lengths can be ordered from the KTM PowerParts catalogue.

04. Bodywork & Graphics

As minimal as possible and as much as needed. The KTM 390 ADVENTURE features a distinctive KTM-style bodywork, providing excellent ergonomics and an aggressive look inspired by the rally bikes. Ready for adventure, the bodywork is produced in color to help keep its appearance looking fresh, even after scratching. The tank spoilers and rear side panels are slightly wider than the seat for good control and also to reduce wear and tear on the seat. The shape of the fuel tank is optimized to offer the rider freedom of movement and the best control. The headlight mask is as reduced as possible, taking design cues from KTM’s rally bike generation to create a slim, lightweight front end. A low front fender assists with good aerodynamics and keeps spray to a minimum when travelling on the road, while a robust engine guard protects the engine and exhaust when venturing off the tarmac into the dirt.

LED Headlight

State-of-the-art LED lights are used all around, as main headlight, taillight and indicators. LED lights offer great illumination and visibility and are compact, so they help reduce the overall volume of the motorcycle.

TFT Display

A state-of-the-art, full-color TFT display adorns the cockpit of the KTM 390 ADVENTURE. The display's configuration automatically adapts to variations in ambient light. For the best use of power, the rev counter blinks when it’s time to shift. The 5‘’ display is easy to read and the main information is arranged in such a way that you can immediately see it. The rider can also easily select which information they would like on the screen via the multi-functional menu switch on the handlebar.

05. Software & Electronics

KTM develops electronic rider aids that provide more control and better performance for riders of all levels of ability, with the intention of enhancing the fun in all conditions.

Offroad Mode

When the tar road ends and the dirt track begins, KTM 390 ADVENTURE riders can simply switch to OFFROAD MODE. This allows a certain rear-wheel slip, meaning muddy puddles or thick sand is easily navigated. More so, the OFFROAD MTC system maintains its settings in the event of stalling the engine, meaning unwanted stops on steep hills require only a prod of the starter, and not a reset of the MTC settings, get going again.

Offroad ABS

Adventure motorcycling means traveling long distances and venturing into the unknown. For that reason, the KTM 390 ADVENTURE features a number of rider aids to cope with the unforeseen - like the offroad ABS mode. In this mode, ABS is completely deactivated on the rear wheel but only reduced on the front, meaning riders can lock up the rear wheel, allowing them to steer the rear end into corners. It also prevents over regulated front wheel braking, or the opposite of too much front brake pressure, ensuring the best stopping power in the dirt. In the event of a restart after an engine stall, the ABS function retains it's memory, remaining engaged in offroad mode without the need to switch it off again.

MTC (Motorcycle Traction Control)

The MTC or Motorcycle Traction Control system fitted to the KTM 390 ADVENTURE is a lean-angle sensitive traction control system that reacts when the instant rear wheel rotation speed becomes disproportionate to the riding situation. In mere milliseconds, MTC reduces engine output with an extremely smooth, barely perceptible intervention at the throttle valves to reduce slippage to optimum proportions for the selected ride mode and current angle of lean.

Cornering ABS

KTM’s cornering ABS system allows riders to always use the full power of their brakes, while the system adjusts brake pressure to match the lean angle of the motorcycle for safer and more predictable braking across a wider range of conditions and scenarios. It can be turned off for offroad conditions.

Technical Details

• Torque 37 Nm
• Transmission 6-speed
• Cooling Liquid cooled
• Power in KW 32 kW
• Starter Electric starter
• Stroke 60 mm
• Clutch PASC™ antihopping clutch, mechanically operated
• CO 2 emissions 78 g/km
• Displacement 373 cm³
• EMS Bosch EMS with RBW
• Design 1-cylinder, 4-stroke engine
• Fuel consumption 3.37 l/100 km
• Tank capacity (approx.) 14.5 l
• ABS Bosch 9.1MP Two Channel-ABS (incl. Cornering-ABS and offroad mode)
• Rear brake disc diameter 230 mm
• Front brake Four-piston radial fixed calliper
• Rear brake Single-piston floating calliper
• Chain 520 X-Ring
• dry weight 158 kg
• Frame design Steel trellis frame, powder coated
• Front suspension WP APEX 43
• Ground clearance 200 mm
• Rear suspension WP APEX - Monoshock
• Seat height 855 mm
• Steering head angle 63.5 °
• Suspension travel (front) 170 mm
• Suspension travel (rear) 177 mm

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Small Adventure Bike, Big Adventure Dreams

The long-term KTM 390 ADV Project

If you’ve had a pulse the last five years or so, you’ve noticed the urge to take two wheels into the dirt has swept through the motorcycle community like a rogue wave. Riders across age ranges, experience levels and even financial demographics have turned to off-road, not instead of, but in addition to any and all riding they were previously doing. So it’s no surprise to see small-sized ADV bikes plodding along behind the surge like the sure-footed mules that they are. Standing out in the crowd is a gem that Yours Truly is about to get to know extremely well.

I had previously looked at the KTM 390 Adventure as a miniaturized KTM 6/7/8/1290 ADV that has all the same fun bits and gadgets of the larger bikes, bundled up into a ‘Fun Size’ package. Reading up about the bike didn’t garner the information I was hoping to find, so I was determined to not approach the 390 with the question “Can this bike actually handle adventure riding?” and instead focus on the fact that this bike, straight off the showroom floor, is equipped with some of the most advanced and adjustable components on the market, making it more capable than most other ADV bikes in its class. A class that only a few years ago was populated by ancient DRZ’s, a stray Honda or two, and if you’re lucky, a very well maintained Kawasaki KLR.

I really want to uncover who this bike is made for. At a reported 379 lbs, with a 33.6-inch seat height and 44 horsepower, we are plumb down the middle of the road for average (if lean) sized commuters, but compared to other ADV bikes on the market, the KTM 390 ADV is a light weight, small bore single that lacks power at highway speeds and happens to do ok at off-road riding. I’m going to make a prediction that the 390 Adventure is exactly what it was meant to be: a capable dirt sled, made for a smaller rider, with no holds-barred on borrowing the technological advancements or race pedigree of its flagship brand. I'm going to find out by taking this bright orange sled through everything an aspiring adventure rider would want to tackle.

For a new ADV rider, deciphering the technical terms and specs online may be a bit daunting. Speaking from experience, when I started to dive into the details of the small-to-mid weight ADV options available on the market, I came up with more questions. “Fully Adjustable Suspension” sounds fantastic, but is it adjustable enough? As a fairly lightweight rider, would I be able to adjust the stock components so I could ride the bike comfortably and tackle trails? What options would I have to set up a small ADV bike for the type of riding I like to do?

But First, A Giant Disclaimer

This is not going to be an in-depth technical review. MO has those already, found here from the bike’s intro in 2020, to a recently published shootout just last summer , where it was tested alongside an Aprilia Tuareg 660, a BMW 1250 GS and a Ducati DesertX. This is instead going to be a breakdown of real world trial and error, haphazardly throwing myself and this bike into as much experience off-road as I can, and documenting it all along the way.

Read more: Motorcycle.com's 2023 South Dakota Adventure Tour

With that covered, let’s dive right in. The KTM 390 ADV has compression and rebound adjusters on the fork, while the shock can be adjusted for rebound and preload. With all this adjustment at my fingertips, I called in a friend to help set up the suspension, as this is the first bike I’ve had with the ability to alter the suspension settings. I’ve never had the opportunity to learn.

The 2023 KTM 390 ADV’s shock has 10 positions of stepped preload and 30 clicks of rebound adjustment. While there are ‘suggested’ settings from the factory for ‘comfort’, ‘basic’ and ‘sport’, a good place to start is setting the rider sag. Setting sag requires a tool or two, and we used the Motool Slacker Digital Suspension Tuner to make it easier. With the preload set at a 3/10, our measurements suggested I was only using about 19% of the spring. Ideally, so I'm told, we want to be closer to 35-40% to allow the shock to work optimally. To dial out the preload, we dug the handy stock toolkit out from under the seat and backed it out to 1/10, effectively removing all preload, which is the least amount of preload we can put on the stock spring. Remeasuring the sag at this setting revealed that while I had made some improvement, it was still shy of our optimal range.

The fork adjustment went quite a bit smoother. After measuring the range of the fork, compression under heavy braking, and playing with the rebound clicker a bit to feel the difference it makes when its at the extremes, we actually ended up quite close to what the ‘basic’ stock settings had for both rebound and compression.

For a rider who is moving from street bikes or even smaller dual-sport motorcycles that don’t offer much adjustability of the suspension, it may take some trial and error, and in my case, a very patient friend willing to start from scratch to explain it all. Moving forward, I’m happy with the adjustability of the fork and will likely tweak it a bit when I get my chance to get into the dirt. As for the rear spring, I’ll be looking into replacing it with something softer that is suited for my weight and the type of riding I am looking to do. Unfortunately, WP doesn’t sell a spring rate softer than what is on the 390 stock.

I believe all adventure bikes should have engine guards as a stock component. I am willing to die on this hill, and think that any OEM willing to send their ADV lineup out on stage without pants on is asking for bad karma.

This KTM 390 Adventure arrives on the sales floor with engine guards, beefy plastic handguards, and a ‘it's the thought that counts’ plastic and steel skid plate. While the skid plate can and will be forgiven, I do wish the handguards had some metal reinforcement behind them, and I am fully expecting to swap them out shortly after the first tip over in the dirt occurs if necessary. One of my picks from the KTM PowerParts catalog was the beefier skid plate because I knew it was going to be my first line of defense against any ill-chosen lines, errant boulders, or surprise obstacles. The last thing you want to have to learn on a ride is how to JB Weld a crack in your engine case. The only part I will likely add later on for protection is a chain guard, but as the installation requires you to split the chain to thread it through the guard, I didn’t feel like I could tackle that task on my own at the moment. That being said, I feel confident with these parts on the bike that I’m better protected for off-road riding.

This advice goes for any new aspiring ADV rider no matter the bike: your first protective purchases should be engine guards, hand guards, and skid plate . Get the best ones you can afford, but keep in mind these will get heavy wear as you learn to ride, and it’s OK to replace them with better things later.

Almost every review I’ve read on the internet will list the stock ergonomics of the bike in the ‘cons’ column, saying that its bars are too low, the pegs are too forward, and standing puts you too far over the controls for comfort. I am happy to report that the stock ergos of the 390 ADV are almost perfect for my 5-foot, 4inches , 27-inch inseam, and 20-inch reach frame. I did end up rotating the bars upward slightly and adjust the angle of the levers in relation to the bar for better ergonomics. Of course, I fully expect to adjust things further as I ride this bike more. Another pick from the KTM PowerParts catalog was the adjustable folding levers , which gave me just a tiny bit more reach on the clutch when adjusted all the way in (for reference, I wear a small size glove). They were a breeze to install myself, and the stock levers went straight into my tool kit, in case they need to be utilized later due to some unfortunate incident.

The only difficulty I’ve encountered on this bike is the seat height – 33.6 inches is tall, at least for me. It’s tall for a standard bike, and it’s very tall for an entry-level off-road bike, in my opinion. While I can still manage to get a single toe down, the issue lies in reaching back down to get the kickstand up. I simply can’t reach it and end up doing an awkward little hop to try and scoop down and kick it back while landing on the opposite side of the bike (while attempting to not fall over). Performing this little talent for the KTM media team was hilarious, but when it comes to doing this multiple times in a day, on-road or off… it’s not the most confidence inspiring. An obvious fix for this would be a lower seat. The KTM PowerParts catalog has a ‘comfort’ seat that is the same height, if not a smidge taller, but is more narrow in the front, so you gain a little bit of reach there. I reached out to Seat Concepts to ask about the 390 ADV seat that they offer, and they confirmed it is also the same as the stock height, and mentioned that there might not be room to cut the foam down further. After a bit more discussion, they agreed to give it a shot, so I’ll be sending them a seat to carve up and will share the results. In the meantime, I’m going to fix my kickstand problem by zip tying something to the loop to make it longer.

GOALS FOR THE FUTURE

Now that the bike is set up, the only thing left is the real work of getting it into the dirt and starting the long slog of banking seat time and learning to control this little beast on the trail. In the past few years, I’ve been piloting a 2021 Yamaha TW200 around the desert, a bike that I affectionately referred to as “Training Wheels” for off-road riding. That buzzy little machine was great for getting my bearings, but unfortunately not amazing at much else.

I’m hoping the 390 ADV is the key to unlocking everything I’ve ever wanted to do off-road, things like tackling a Backcountry Discovery Route or two, Trans America Trail, or maybe even an adventure rally just for fun. The first step will be getting signed up for a class, something I think is essential for anyone beginning (or even intermediates with a new bike!) off-road. Sometimes you really don’t know what you don’t know, and having a controlled environment to get tips and pointers is a great place to build good habits on a fresh set of wheels.

Follow along as I thrust myself into this project; I won’t be holding back anything when it comes to my experiences, so if I struggle with something or find a workaround, I will absolutely be sharing the gritty details. Next Stop: Sedlak Offroad Training to put those crash bars and skid plate to good use.

Become a Motorcycle.com insider. Get the latest motorcycle news first by subscribing to our newsletter here .

Cait is a motorcycle enthusiast first and foremost, often spending weeks at a time crisscrossing the country on her Moto Guzzi V7. She got her start in the industry running a women’s moto gear market that travelled the country, and has been able to see the women’s moto community grow from the inside out over the last 10 years. She is typically found on pavement but has been eagerly diving outside her riding comfort zone for the sake of a good story, previously riding her TW200 through two Biltwell 100 races and one very well intentioned LAB2V. While not glued to her motorcycle, Cait lives a secret life as a hairdresser and quilter.

More by Cait Maher

Join the conversation

I have had my 390 for 2 years. I sold my 2006 950 Adv I don’t regret a thing. Im having twice as much fun on this little thing as i EVER had on the 950. Lower lighter and easier to ride offroad by a ton so to speak. It’s taken me places where i had no business taking an ADV bike and brought me home. I don’t care if it’s labeled a beginner bike, i ride the PP out of it, while smiling ear to ear.

Nope not insecure and certainly not cute....i don't care if she is female, male or martian.....she has NO experience!!!!!

Actually the TW200 is a great machine for rocky rooty ATV trails with the big fat tires eating them up.

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Touratech Suspension Extreme Long Travel Kit, KTM 1190 & 1090 / 1290 Adventure R

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What's Included

• Long Travel Extreme Fork Cartridge Kit
• Long Travel Extreme Rear Shock
• Customer Reviews (130)

The ultimate suspension, now available in a long-travel version that adds 30mm front and rear travel for the KTM 1090 ADV R / 1190 ADV R, & 1290 Super ADV R.

There is a reason trophy trucks have three feet of suspension travel. The more travel your suspension has, the better job it can do smoothing out the bumps in the road to keep your bike under control and tires planted to the ground. Customers dreaming of taking the KTM 1190R suspension to the next level have been asking for a long-travel solution for the KTM 1190R so the team at Touratech Suspension has developed an upgrade that boosts travel to 250mm in the front and rear. (stock is 220/220mm)

Touratech Suspension has taken the two premium suspension solutions for the KTM 1190R and added 30mm of travel to them. The long-travel Extreme Shock and long-travel Fork Cartridge Conversion deliver rally-race level performance for your adventure motorcycle. Here is how we do it:

Long-Travel Fork Cartridge System – This system replaces your stock internals with a closed cartridge system that completely transforms the front-end of the KTM 1190R with high-performance characteristics that can’t be achieved with OEM forks. When the road gets rough you’ll have 15% more travel to absorb impacts and maximize traction, control and boost that feeling of confidence. The Long-travel cartridge raises the front of the bike putting more distance (30mm) between your skid plate and the pesky terrain hazards below.

No modifications to the fork tubes, fork brace or brake system are necessary and a state-of-the-art bladder system is used instead of a floating piston. A closed cartridge separates the nitrogen and high-performance damping oil from the moving parts of the forks for smooth and consistent performance even in punishing environments. The system includes hydraulic bottoming prevention that works like a pillow to prevent the fork from bottoming out suddenly.

Bike geometry and handling can be fine-tuned by adjusting the preload nut located on top of the fork legs. Compression damping, rebound, and pre-load adjustments are located on top of the forks allowing riders to make changes easily. Spring weights are selected to match rider weight, load and riding preferences to maximize performance.

If you like to ride with confidence in any terrain, upgrading to the Long-travel Cartridge System provides the rider with the best possible performance. The valving is set-up to be the perfect match to the Touratech Suspension Long-Travel Extreme Shock. For more information about our Cartridge System Technology click HERE  

Long-Travel Extreme Shock –You have an additional one inch of travel and valving that is suitable for faster speeds and off-road terrain.  At the end of the travel you still have the PDS bottoming control works like a hydraulic pillow at the end of the stroke. It also extends the life of the shock and is better for the motorcycle and the rider by eliminating the forces and possible damage associated with hard hits.

The Touratech Extreme Shock offers adjustable high-speed and low-speed compression damping, a remote fluid reservoir, high-flow fittings, adjustable rebound damping, floating piston superiority and low-friction seals which add up to a highly refined shock that can be tuned with precision to meet the riding style and handling characteristics you prefer.

The Touratech Extreme Shock is over-built by design with heavy-duty materials, over-sized components, and 50% more spring pre-load adjustment than other shocks on the market. The preload can be hydraulically adjusted by turning the knob with your hand.

Touratech Suspension is the world’s first purpose-built shock absorber for long-distance touring with a fully-loaded motorcycle. Right out of the box, it has the strength, features, and adjustments to go the distance on an adventure or touring bike carrying luggage.

The Touratech Extreme Shock is the ultimate in suspension technology and the ideal choice for extended trips or off-road rides like a Backcountry Discovery Route. For the rider who wants absolute control over suspension set-up and high performance, this is the product.

This upgrade also increases the ground clearance making it easier to clean terrain. If you want the best suspension on the planet for your KTM 1190 Adventure R, the Long-travel Touratech Extreme shock matched up with the Long Travel Fork Cartridge will provide unmatched fun no matter what terrain you tackle. For more information on our Extreme Shock technology click HERE .

NOTE:  You will need to either have longer front brake lines made for your bike or relocate the brake distribution block to use this long travel kit on your KTM 1190 Adventure R.

Product Features

• You will need to either have longer front brake lines made for your bike, or relocate the brake distribution block to use this long travel kit on your KTM 1190 Adventure R
• Travel is increased from 220 to 250mm front and rear
• Ground clearance is increased from 250 to 280mm
• Seat Height is increased from 890 to 920mm
• Kit includes Long Travel version of both Fork Cartridge Conversion and Extreme Shock
• Increased travel front and rear
• Valve settings specific to off-road riding with luggage
• Adjustable rebound & compression damping
• Low Friction seals
• Custom spring weights for your riding style
• Made in Holland
• Fits KTM 1190 Adventure R, 1090 Adventure R & 1290 Super Adventure R
• Sidestand and centerstand may need modification after travel is increased

Manuals & Documents

Installation Instructions

Additional Documents

Extreme Shock Installation Instructions

Fork Cartridge Installation Instructions

Touratech Suspension Rider Profile - Please answer the questions and paste them into the notes field on the checkout page

Cartridge Kit Owner's Manual

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• 2025 KTM 390 Adventure Enduro: What do we know so far?

Ajinkya Lad

The next-generation KTM 390 Adventure will be offered in two variants – a touring-focused ADV bike and an off-road-focused enduro version. In this article, we will take a closer look at the 390 Adventure Enduro (tentative name). Here's a detailed breakdown of what we can expect from this model.

Spy shots reveal a significant shift towards a more aggressive, off-road-focused design. Based on the next-gen 390 Adventure, the enduro version will feature a low-set bikini fairing, prominent beak-style front fender, and a sleek tail section with an enduro-style flat seat. It will get a new banana swingarm and an LED taillight that is different in design compared to the new 390 Duke .

Engine Specifications

The 390 Adventure Enduro will retain the tried-and-tested 399cc, liquid-cooled engine from the new KTM 390 Duke . This LC4c motor produces 45.3bhp at 8,500rpm and 39Nm of peak torque at 6,500rpm on the naked streetfighter. It remains to be seen if KTM offers different tuning or revised sprocket sizes to suit the on/off-road character of the motorcycle. That said, the smooth-shifting six-speed gearbox is expected to continue as is.

Cycle Parts

The enduro version will share most of its cycle parts with the next-generation 390 Adventure. So, expect it to feature a similar chassis, suspension setup, and braking hardware. However, while the touring version is expected to come with a 17/19-inch wheel combination, the 390 Adventure Enduro is likely to run on an 18/21-inch combination, wrapped on knobby dual-purpose rubber. This should enhance its off-road capabilities across a variety of surfaces.

Meanwhile, the suspension setup is expected to feature WP upside-down forks with adjustable rebound and compression settings, while the rear monoshock will likely offer adjustability for preload and rebound.

Launch Timeline and Competition

The global unveiling of the new KTM 390 Adventure and the 390 Adventure Enduro is expected to take place at EICMA 2024 in November this year. The India launch is likely to take place in early 2025. Now, the KTM 390 Adventure Enduro won’t have any direct rivals in India, but it will face competition from the Royal Enfield Himalayan 450 and the upcoming Hero Xpulse 400 .

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TracTive X-CITE-PA Rear Shock / Rebound Damping & High Lift HPA / 390 Adventure '20-On

TracTive raised the bar in Adventure Bike shock design when their products were first unveiled. No shock manufacturer before has used such heavy duty components or more durable designs intended specifically for Adventure Bike use.  Although this shock is a non-reservoir design, it is still one tough dude.  Note:   for extended off road riding, a reservoir shock is recommended.

• Very high lift heavy duty hydraulic preload adjuster with 15mm of lift, which is 50% more than most brands.  

The hydraulic preload adjuster on a manual shock is a separate hydraulic component that has nothing to do with the shock. It only adjusts spring tension using its own oil in an external separate assembly that sits on the outside of the shock cylinder against the spring. It allows you to set your sag by adjusting spring tension with the turn of a knob. Under the knob is a ram with a piston that pushes oil out of the primary cylinder and into the secondary cylinder where the increasing oil quantity displaces a piston and pushes it down against the spring, increasing the spring tension.  The pressure inside the secondary cylinder can get extremely high as it holds down and maintains pressure on the spring regardless of load or terrain.  Lesser brands often leak.

Adventure bikes carry a wide variety of loads since for many owners they are the Swiss Army Knife of motorcycling. They are often used for every riding condition from commuting to serious off road adventure and everything in between. Varying loads demand a high lift hydraulic preload adjuster that will cover a wide range of loads without blowing an o-ring seal even under the strain of off-pavement riding. I cannot count how many preloaders from other brands we have resealed in our shop over the years. In the old days we would often tell our customers to turn the preloader off as much as possible to prolong its life. The internal pressures can be too high when used in adventure bike riding or heavily loaded touring. TracTive solved this problem by developing the first high lift, low pressure, heavy duty hydraulic preloader. You can load it up, crank it up and leave it up. It can handle it. By design it has the ultra-high lift, high strength, exceptional durability, and low internal pressures to handle this kind of duty full time without leaking, unlike the preloaders that came before it. We are even known to install TracTive preloaders on other brands as customers grew weary of repeated failures of their preloaders.

• Wide Range Rebound Damping Adjuster.

Only reservoir shocks such as the TracTive X-TREME give you separate control over compression adjustments, but the TracTive X-CITE rebound adjuster allows you to soften or firm up the compression and rebound damping together with the turn of a single screw. Although it is referred to as a rebound damping adjuster, it adjusts compression at the same time in a carefully tuned and balanced way. With approximately 18 clicks of adjustment, each step provides a noticeable change in damping, giving you complete control over handling and ride comfort.

• Stainless steel mounting bushings which won’t wear out of shape like aluminum bushings found on other brands can.  

If your shock, like most, has round mounting eyelets, inside the eyelet of most aftermarket shocks is a spherical bearing. Pressed into the bearing are mounting bushings that your mounting bolts pass through. These bushings are often made of aluminum, sometimes they are high grade, sometimes low grade. The high grade bushings can hold up OK, but in some conditions any aluminum bushing will get egg shaped over time. They can also compress slightly after they are installed which means you can lose some torque on the bolt as the bushing relaxes and shrinks in width. If you don’t re-torque the bolts, movement in the shock mounting bushings over the bumps can cause them to become misshapen. At the least this can lead to noise and increased wear on the bushings and spherical bearings, at the worst this can lead to bent or broken bolts. TracTive goes the extra mile by using high grade stainless steel for their mounting bushings which means you don’t have to even think about any of these issues.

• Forged 6082 extruded one piece hard anodized aluminum cylinder for high strength, and heat dissipation that is far better than steel cylinders found on other brands. Plus the elimination of threaded junctions that can leak, and it won’t rust as it ages.  

I’ll bet some of you reading this don’t even know your rear shock gets hot, sometimes very hot depending on conditions. I’ve often thought it would be good to have a rear shock temperature gauge on the display of adventure bikes. If you knew your engine was overheating you would stop and let it cool off right? But you could be riding on an overheating rear shock and yet you just keep going until it fades or blows a seal. They come to our shop for repairs with stinky burnt oil, we can always tell when they’ve been overheated. I have had riders call to ask why their rear shocks stopped working during a ride, and then starting working again after a lunch stop. Take a guess as to why (they overheated it).

Overheating is a common problem on rear adventure bikes shocks, and it can lead to leaks and damping fade, plus it reduces the life of the damping fluid requiring more frequent service. Rather than using the less expensive steel cylinders seen on other brands, TracTive uses a more expensive high quality hard anodized forged aluminum cylinder which has high strength and is able to shed the heat far better than steel. But TracTive didn’t stop there. Most shock designs have a cylinder that is threaded at the top so it can be used in a variety of applications by simply screwing on a different cap. However there is an o-ring that must be used to seal that junction. Leaks are rare in a threaded cylinder junction but they do happen, so in as many applications as possible TracTive uses a one piece cylinder where the top is literally part of the cylinder. There is no threaded junction at the top and therefore leaks there are virtually impossible. TracTive thought of everything in their quest to raise the bar in motorcycle shock design. 

• Heavy duty low friction reinforced seal heads for best leak free performance and extended life between rebuilds.  

Shock manufacturers buy many of their parts from specialty suppliers. Some sell shims, some sell knobs, and of course there are a variety of seal heads on the market for a variety of different shock applications. A snowmobile shock needs a different type of seal head than a street bike shock for example, due to the wide ranging temperatures involved. There are expensive heavy duty reinforced seal heads available and cheaper standard duty seal heads. TracTive spared no expense on the seal head design. Yes they are more expensive to purchase, and this adds to the cost of the shock, but in case you haven’t figured it out yet, TracTive’s intention was laser focused, cost of parts was not the first consideration. Their low friction long life reinforced seal heads are the best available and will prolong the life of the shock, providing leak free performance longer than other brands who choose to use the more “bean counter” friendly conventional seal heads.

• Best piston rods in the business which are 16mm micro finished, induction hardened, quenched and tempered CrMoly steel. Beware of smaller piston rods on adventure bikes, we have seen them break.  

Do you remember the introduction of the liquid cooled R1200RT in 2014 and the worldwide Do Not Ride order issued by BMW? The piston rods were too small at 14mm and they were breaking. Brand new bike, brand new shock, breaking in half as you rode it. I probably don’t have to tell you that this is not a small concern. The shock piston rod has to be the right size. It has to be small enough, and have the high polish required to reduce drag and maintain good responsiveness as it travels in and out of the seal head, but large and strong enough to withstand the intense loads. Bad things happen when a shock piston rod breaks. You won’t have this concern while riding on TracTive designed 16mm piston rods. They are made of the best material, I’ve never seen one break. They are hardened and micro polished to glide through the seal head with minimal stiction, or as the Dutch say less “Stick-Slip”.

• Setup by the experts at Beemershop for your weight and loads.  

Okay, this is where I get to brag about the people involved in setting up your suspension. We are not the type of business that sells everything and specializes in nothing.  We are first and foremost a suspension company. I (Ted) have been in the industry 40 years at the time I wrote this, Jeff on our team worked at Fox Racing, designing and testing suspension for 25 years before he joined our team. Casey, in the shipping department, also worked at Fox Racing.  If you have a problem with a suspension product purchased from us, we have the knowledge and experience to resolve it. If your shocks or forks need to be rebuilt or revalved, we can do it. If you have some outside the box condition that needs an outside the box approach, we are capable of that. It’s what we do, it’s what we know. On top of all the knowledge and experience, we also regularly attend suspension training provided by the world’s top suspension manufacturers throughout Europe which keeps us abreast of the latest changes in the constantly evolving world of motorcycle suspension. Some shops will just keep selling you the same products year after year. Because they don’t keep up, they fall behind. We keep up. We've also invested heavily in suspension equipment such as high end vacuum filling machines, spring raters and so on, not to mention the pride of our shock room; our Roehrig Shock Dyno. Did you know that some companies selling shocks don’t even own a shock dyno? We feel we are uniquely positioned to give you the best suspension purchasing experience and after-sale support possible. Your suspension will be setup for your loads and conditions by the highly qualified hands at Beemershop.

• Fully rebuildable.   

It means more than you might think. You might have heard that some stock shocks are rebuildable, but they are not “fully” rebuildable, far from it. Although many stock shocks were not designed to be rebuilt, in some cases certain replacement parts can be sourced. Sometimes you can replace the seal and bushing inside the seal head, but the top out bumpers are not available. Sometimes you can get a complete seal head, but when the separation piston was installed, the body was crimped so you can never remove it to replace those seals. And in most cases there is no way to re-charge the nitrogen without drilling the body and installing a nitrogen valve of some type. These so-called rebuilds of stock shocks can be quite half-(other word for donkey). TracTive shocks are 100% fully rebuildable. All service parts are in stock. However having said that, due to their very durable materials and designs they will go longer between rebuilds than other brands.  Riders have been known to put 40k miles or more on their TracTive shocks without any service, and TracTive says riding as long as 40k miles between rebuilds is acceptable depending on usage and as long as there are no leaks.

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David Moscow travels the world to discover deliciousness From Scratch

By cristine struble | feb 29, 2020.

Have you wondered why some meals just taste better? David Moscow goes on a food adventure in the new show From Scratch and uncovers the secret to delicious food.

Sometimes the most memorable meals have a story behind them. David Moscow discovers the stories behind the food can and do create the most delicious dish. In the new television series, From Scratch , this culinary adventure can encourage foodies to explore the beauty of making food from scratch.

While the home kitchen holds a bounty of deliciousness, sometimes convenience overtakes cooking from scratch. When a cook takes the time to use quality ingredients, appreciate the craftsmanship and uncover the passion behind the ingredients, that meal can become more than just sustenance. It can become a gift.

In the new FYI series , From Scratch , David Moscow goes on a culinary journey. As he travels the world, David seeks to recreate a chef’s recipe. But, this show is more than just cooking. David explores the stories behind each of those ingredients. Through this culinary adventure, people see that food is intertwined with a country’s history and culture.

Many people might know David Moscow from his feature film debut in Big . Over the years he has numerous film, television and stage credits. Additionally he co-developed and co-produced the first stage production of In the Heights and has produced several films. In this new FYI show, he puts himself into the food world.

In the first ten episodes of From Scratch , David dives into a culinary world that many foodies would dream to discover. Even though more people are appreciating farm to table cuisine, David takes that approach to the source. From milking a cow to make butter to foraging for the perfect ingredient for a dish, the show proves that ingredients bring the story of food to the table.

Recently, David Moscow graciously answered some questions about his new show, From Scratch . While some people may not have the opportunity to go on this extraordinary culinary adventure, the lessons learned from his experience can be brought to any home cook’s table.

Cristine Struble: Many Americans are focused on convenient food (or delivery, grab & go), how can your show get people to discover the deeper connection that food can bring a person?

David Moscow: While sourcing ingredients is definitely hard and hard to find time for in our demanding days/schedules, it also can be quite fun and sometimes even exciting. These thrills are present all across the season. But they also sit right up alongside the simple pleasures of wandering in the woods looking for mushrooms or fishing on a river under a midnight sun. The hope is that our show will shake that love of nature and the joy that come with work particularly when it ends in a pizza pie.

CS: There is a growing movement to know your farmer or know where food comes from – do you think that people are understanding that where food comes from impacts the how food tastes?

DM: There are a couple oppositional things happening at once. At the same time that a few people are able to take the time and money to know where our food is coming from, the majority are becoming even more removed through delivery apps and the growth of fast food. Thoughtless eating has never been such a problem. BUT we are only a generation or two away from a healthy interaction with the food we eat. And I do think that all people still pine for making fresh food and eating it with friends around – something that is innately part of being human.

View this post on Instagram A post shared by fyi, tv (@fyi)

CS: As you traveled the world, did you find that food traditions are stronger in some countries?

DM: I found that there was a direct relationship with free time, a social safety net and strong food traditions. Places like Iceland, Sardinia and Finland have little fast food and place great importance in the people who harvest and source the meals they eat. Some of the other places are fighting to keep their traditions alive in the face of the cheap fast food everywhere in modern life.

CS: While many people think that global cuisines are very different, there are often some underlying similarities. What similarities surprised you the most?

DM: When building the episodes for the show, we found that there aren’t that many major ingredients across the planet. A huge chunk of what we eat are grass, seeds, fish and few other animals. And we eat these things with the help of fire or fermentation. Cooking meat on a grill and making alcohol out of fermenting food is everywhere.

CS: This show seems to encourage people to better understand the food and culture connection. What’s one easy way to start that type of food conversation on the typical family home?

DM: I think apple picking (or any kind of fruit picking) as a family outing is an amazing starting point. It gets you out in the fresh air and gets your blood flowing – and I’ve never met anyone who doesn’t like a crisp apple pulled from a tree. During the shoot I sat my son down in a strawberry patch to graze before he could walk. The act of picking and eating with his own hands has had a lasting effect. Strawberry was one of his first words and still to today is his favorite fruit to eat.

CS: You travel the world in this series. Which location was your favorite? Which meal was your favorite?

DM: Each one of the places I went was a spot I had dreamed of going and each has a special place in my heart. How can I compare going on a safari in South Africa vs taking a boat off the Amalfi coast. I would say the same with the food. I had the best pizza on the planet and the best tacos. I had incredible Icelandic seafood and Finnish lake fish. They each stand alone.

If you would like to follow along with David Moscow’s culinary adventure, From Scratch airs on FYI and can be streamed online. New episodes air on Sundays at 6 p.m. ET/ 5 p.m. CT.

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Do you know the story behind the ingredients on your plate? Take the time to appreciate the flavor, the story and the journey when cooking is made from scratch.

Beware Royal Enfield, KTM’s New 390 Enduro Is Coming

• The KTM 390 Enduro offers a different design than the 390 Adventure, featuring a squarish headlight and minimalistic tank cover.
• The Enduro boasts a 21-inch front wheel and long-travel suspension with adjustable WP forks, perfect for off-road adventures.
• Engine-wise, the 390 Enduro is expected to share the same 399cc single-cylinder powerhouse as the 390 Duke, delivering 44 horsepower.

In the last few months, we’ve had a couple of sightings of the upcoming KTM 390 Adventure. It’s taken the internet by storm and for good reason, as there are a handful of new things easily visible. But now, it seems Team Orange has something else up its sleeve too – an entry-level enduro-type ADV to partner with the 390 Adventure . It’s been spotted testing in India, the hometown of KTM’s long-term partner Bajaj Auto. Here’s a lowdown.

Your Favorite KTM Bikes Now Offer More Peace Of Mind Than Japanese Rivals

The ktm 390 enduro has a different design than the 390 adventure.

The two bikes–ADV and Enduro–have been spotted together, and they have vastly different designs. The upcoming 390 Adventure has dual vertically positioned projectors and angular DRLs (same as previous test mules), somewhat reminiscent of the new 990 Duke. In contrast, the 390 Enduro has a squarish headlight up top, which reminds us of the 500 EXC-F . Also, there’s no windscreen here.

Coming to the middle, the 390 Adventure has a muscular tank cover and shrouds, while the Enduro keeps things minimalistic and slim. The fuel tank lid looks raised on the latter, possibly to enable better knee grip during stand-up ergonomics. Speaking of which, you get a flat rally-style saddle on the off-roader, instead of the ADV’s scooped, touring-oriented seat.

Once on top, you’ll also notice the differently positioned instrument cluster. The ADV has it high up behind the tall windscreen, so it’s in the rider’s eyeline. Whereas, the Enduro wears it much lower. Both seem to be TFT displays, although it’s unclear whether they’re the same five-inch unit identical to the new 390 Duke . Concurrently, both bikes have a new, minimalistic LED tail lamp, partnered with rectangular LED turn signals at the rear.

A 21-inch Front Wheel And Long-Travel Suspension Sweetens The Pot

In typical KTM fashion, the 390 Enduro is built around a trellis chassis , paired with a slim subframe. They rely on adjustable WP USD forks and monoshock for suspension duties, both of which seem to have loads of travel. This is topped by what looks like a 21-inch front and 18-inch rear wheel combination, wrapped in off-road-biased tires. For reference, the EXC-F has a similar set of spoke wheels while the 390 ADV rides on 19/17-inch hoops .

Finally, the engine. We can clearly see ‘LC4C’ on the casings, confirming this is indeed an addition to the 390 range. This, along with the underbelly exhaust, hints the engine comes straight from the 390 Duke. In case you’re unaware, the new Duke has a 399cc, single-cylinder, liquid-cooled powerhouse , good for 44 horsepower. This much horsepower would make the Enduro perfect for all kinds of challenges.

KTM 390 Duke Engine Highlights

• Displacement: 399cc
• Cylinders: Single cylinder
• Bore X Stroke: 89 X 64 mm
• Power: 44 horsepower
• Torque: 28.7 pound-feet
• Transmission: Six-speed

KTM Is Officially The New Owner Of MV Agusta

As good as all that sounds, there’s no timeline for the 390 Enduro. In fact, this is its first-ever sighting and KTM is clearly still in the testing phase. So there’s a high chance we’ll get the 390 Adventure first (it’s been spotted repeatedly), followed by Enduro later. We just know this doesn’t bode well for the new Royal Enfield Himalaya, even though it’s an excellent motorcycle .

Source: YouTube

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Whether you’re looking for a grand adventure or just want to get away for a last-minute break, flights from Kathmandu to Moscow offer the perfect respite. Not only does exploring Moscow provide the chance to make some magical memories, dip into delectable dishes, and tour the local landmarks, but the cheap airfare means you won’t bust your budget. So no matter whether your ideal itinerary involves flying one way, non-stop, or round trip, you’re bound to find flights that match your schedule on Expedia, and at prices that won’t shock your wallet.

Bagging a cheap flight from Kathmandu to Moscow may mean more dollars to spend on for one-of-a-kind souvenirs when you arrive, but it doesn’t mean you have to skimp on your travel experience, as Expedia offers a sizzling selection of cheap airlines that’ll put you in your happy place on their planes, whether that’s getting lost in a hair-raising airport thriller, dreaming on the passing landscape over a glass of bubbly, or jotting down your vacation bucket list at 38,000 feet. There’s also bound to be plenty of opportunities to snap a few photos of the high life that will make your friends green with envy. After all, enjoying the journey is part of the fun.

With so many affordable flights and so many wonderful adventures awaiting you, there’s no reason to put off booking a fantastic flight from to today. So don’t leave it to the last minute to make your dream trip a reality: pack your bags with your go-to travel accessories, put together your list of must-see attractions and can’t-miss activities, and get ready to broaden your horizons – with Expedia, the wonders of Moscow are only a plane trip away. Book your travel arrangements with us today!

If you would like to book flights to Moscow more flexibly many prefer to purchase one-way tickets with options to take different airlines. A one way ticket to Moscow is now!

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THIS TRIP IS NOT CURRENTLY SCHEDULED Over the years, Amy has developed and operated trips to a variety of destinations including this one, but not all trips are offered every year. If you are interested in joining a scheduled departure of this trip in the future, please send us an email and let us know. Click to send us an email or use the form at the bottom of this page.

We can organize and operate this trip as a private group departure with a minimum group size of 8 persons. Start organizing your private Russia art adventure here .

Best time to travel: June for the “White Nights” Best gateway city: Moscow and St. Petersburg, Russia Moscow and St. Petersburg Slide Show

Experience the art treasures of Moscow and St. Petersburg with guide, Amy Osaki. Begin in Moscow, continental Europe’s largest city, the seat of the government of Russia, and now home to over twenty billionaires! View iconic sites such as the Kremlin (which began as a fortress in the eleventh century), Red Square, and the sixteenth century St. Basil’s Cathedral. Then explore the art masterpieces at the Tretyakov Gallery, the National Museum of Russian Fine Art encompassing works from the eleventh to the twentieth century. Visit the Armory at the Kremlin filled with Imperial treasures including Faberge eggs once exchanged by the tsar and tsarina at Easter. Conclude your Moscow experience at the quiet seventeenth century Novodevichy Convent, one of many World Heritage sites included in the trip.

After a short flight, continue the trip with five days in St. Petersburg where you’ll be immersed in the opulence of Imperial Russia. Established by Tsar Peter I in 1703, St. Petersburg (known as Petrograd and Leningrad for most of the twentieth century) was the capital of the Russian empire for over two hundred years until the Russian Revolution of 1917. The Hermitage—said to be the largest art museum in the world with a collection of over three million objects housed in four main buildings—rivals the Louvre in Paris for both the quantity and quality of its treasures. Founded in 1764 by Catherine the Great, and open to the pubic for over two hundred years the museum is so vast that we’ll spread our visit out over several days and organize it by different themes. Also on the schedule is a visit to the Peter and Paul Fortress—the original citadel above the river founded in 1703—as well as some of the Imperial palaces in and around St. Petersburg such as Peterhof, a World Heritage Site. Peter I hired French architects to work on his many palaces, including Jean Baptiste Le Blond who worked with Andre Le Notre at Versailles. Consider enhancing your Russian experience by purchasing tickets to a performance—perhaps a ballet at St. Petersburg’s Mariinsky Theatre (also known as the Kirov).

Day 1 Overnight in Moscow Arrive in Moscow and transfer to your centrally-located hotel, your base for the next two nights. Enjoy an afternoon and early evening walk through Red Square (Krasnaya Ploshchad) past St. Basil’s Cathedral, and GUM department store all of which are back-dropped by the walls of the Kremlin fortress. Remember that we are here during the fabled “White Nights” when the summer days linger with light-filled evenings.

Day 2 Overnight in Moscow Within the walls of the Kremlin fortress, visit the Armoury Museum, one of Moscow’s oldest museums established at the start of the nineteenth century. The Kremlin Armoury was the royal arsenal; it produced and stored the weapons, jewelry and other regalia of the tsars. The museum’s collection encompasses four thousand items of applied art from Russia and elsewhere dating from the early fourth century to the twentieth century. Later in the day, visit the collection of masterpieces of the renowned Tretyakov Gallery. The Tretyakov collections were begun by the philanthropist Tretyakov brothers in the early nineteenth century. The gallery is recognized by many as a key repository of Russian art spanning the nation’s artistic tradition from early Orthodox icons to art nouveau, impressionist, and avant-garde works.

Day 3 Overnight in St Petersburg Enjoy a morning visit to the sixteenth century Novodevichy Convent named a World Heritage Site by UNESCO in 2004. The convent’s name is sometimes translated as “New Maidens’ Monastery” to differentiate is from the convent within the walls of the Moscow Kremlin. Surrounded by white crenellated walls, this complex of churches has remained essentially intact since the seventeenth century. Here you’ll find the five-domed Cathedral of Our Lady of Smolensk with its spectacular iconostasis and the tall, red and white Gate Church of the Transfiguration which is often cited as a fine example of “Moscow Baroque” architecture. The neighboring Novodevichy Cemetery is the final resting place of the likes of Anton Chekhov, Sergei Prokofiev, Dmitri Shostakovich, and Boris Yeltsin. This afternoon fly to St. Petersburg, Russia’s second largest city situated on the banks of the Neva River where it empties into the Gulf of Finland.

Day 4 Overnight in St Petersburg Start of your exploration of St. Petersburg with a visit to the Peter and Paul Fortress, the original citadel of St. Petersburg. The fortress was built to the designs of the Swiss Italian architect Domenico Trezzini in the early eighteenth century. Trezzini’s Peter and Paul Cathedral dominates the fortress grounds and its iconic golden spire punctuates into the Baltic sky. Later visit the Yusupov Palace on the Moika, acclaimed as an “encyclopedia of St. Petersburg aristocratic interior design.” The palace was the home of the Yusupov family from 1830 and 1917 and was the place where Grigori Rasputin, a spiritual mentor to Tsar Nicholas II and the Royal Family in the early 20th century, was assassinated. A visit to the Church of the Savior on Spilled Blood built between 1883 and 1907 rounds out the day. The church was built in “Russian Revivalist” architectural style by Tsar Alexander III in commemoration of his father, Alexander II. The church occupies a conspicuous location on St. Petersburg’s Griboedov Canal and contains 7,500 square meters of mosaics; the interior walls and ceilings are completely covered by mosaics.

Day 5 Overnight in St Petersburg Seeing St. Petersburg’s Hermitage Museum in a day would be like trying to see the Smithsonian in a day! Rather than a forced march through the galleries at a rapid pace, we will slow down and savor the masterpieces. Remember, there are nearly seven miles worth of exhibitions! Today we focus on “Imperial Russia,” touring the rooms decorated for members of the Russian Imperial Family and viewing the art they commissioned and collected. This is the art that influenced the style of the grand palaces of the era. View the Grand Suite of rooms, Peter I’s collection of gold, and the jewelers art owned by the Russian Imperial Family (including Fabergé eggs, gold and diamonds). Here, too, are the rooms of Catherine II and her son Paul I with their fifteenth to eighteenth century French paintings and sculpture (Poussin, Watteau, Fragonard, Chardin, and Houdon).

Day 6 Overnight in St Petersburg Return for a second dose of the Hermitage! Today is dedicated to the famous European masterpieces exhibited at the Hermitage. Feast your eyes on memorable works by Leonardo da Vinci, Raphael, Michelangelo, Tintoretto, Tiepolo, Velazquez, and El Greco. At the Hermitage, you can revel in Rembrandt; there are twenty of his works in the museum’s collection. After lunch, enjoy the eighteenth to twentieth century masterpieces of Monet, van Gogh, Gauguin, Rodin, Picasso, Matisse and Kandinsky. Digest the art and reflect on this unique collection of human creations. Consider an evening performance, possibly at the Mariinsky Theatre.

Day 7 Overnight in St Petersburg Journey by hydrofoil across the Gulf of Finland to experience Peter I’s palace at Peterhof, a series of palaces and gardens that evoke comparisons with Versailles which Peter visited in 1715. Begun in 1714 with the construction of the Monplaisir palace and expanded by later Imperial generations who added Rococo and Neo-classical elements, Peterhof is now a World Heritage Site. The creative mastery of architects, engineers, artists and craftsmen from throughout Europe is on display here and all is choreographed to celebrate water in homage to Peter, the maritime emperor.

Day 8 Overnight in St Petersburg Go behind the scenes with an excursion to the Hermitage Museum’s Staraya Derevnya Restoration and Storage Center on the right back of the Neva River north of Kamenny Island. This vast treasure house is only accessible by private tour. Later, travel to Vasilvesky Island across the river from the Hermitage to visit Menishkov Palace completed in 1721 and now the oldest stone building in St. Petersburg. Enjoy a farewell dinner this evening.

About your guide : Amy Osaki holds a master’s degree from the Winterthur Museum. She studied art at the Louvre Museum in Paris and worked as a museum curator for over a decade including six years at the Portland Art Museum. She is an award-winning art educator who has led art trips around the world for the last fifteen years with Walking Softly Adventures. Many of these trips were offered for graduate credit from Portland State University where she is an Adjunct Professor.

Resources for Further Learning

• Preview part of the collection of the State Tretyakov Gallery at its website.
• Learn more about the Moscow Kremlin .
• Prepare yourself to experience the Hermitage . You can even shop on-line at the museum’s on-line museum store!

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