2025 KTM 390 Adventure R Review: 22 Fast Facts

August 29, 2025

The all-new 2025 KTM 390 Adventure R is a clean-sheet motorcycle with little in common with its predecessor, the 390 Adventure. The R has a new chassis, larger-displacement engine, and 21-/18-inch wheelset. Looking ready to hit the dirt with its rally-tall windscreen and wire-spoked wheels, the 390 Adventure R still sits in the Travel category, assuring us that KTM didn’t lose track of the pavement experience as the new model is prepped for off-road detours. In KTM’s extensive 390 lineup, the new Adventure R slots between another two new models—the more road-friendly Adventure X and the dual-sport Enduro R.

The 390 Adventure R gets the latest generation DOHC LC4c engine that debuted last year on the 390 Duke street bike. With a 26cc bump in displacement, the 399cc single-cylinder motor in the Adventure R puts out 44 horsepower at 8500 rpm and 29 lb-ft of torque at 7000 rpm. The torque peak arrives 500 rpm earlier than in the previous 390 motor, which is particularly welcome off-road.

The 390 Adventure R reveals two distinct personalities, and your right hand dictates which one is on display. Under 5000 rpm, the engine is docile, and you will have a pleasant ride. Twist the throttle aggressively to move up into the 7000 rpm range, and the adrenaline starts flowing. This is the dominant personality of the bike, as its Ready To Race KTM DNA is on display, even though it’s not a sport bike. It makes me want to twist the throttle and push, whether it’s simply on the freeway while riding home from work or on the weekend in the mountains with some rugged roads to conquer.

The 2025 KTM 390 Adventure R derives its off-road prowess from the 390 Enduro R dual-sport bike. Think of the Adventure R as the Enduro R with a larger fuel tank, rally-style windshield, adventure tires, and a wider stepped seat. Those are the significant differences between the two bikes, as they have the same frame, suspension, motor, and electronics package—not a bad thing when building an adventure bike for off-road action.

Taller, leaner, and lighter than the old 390 Adventure, the 2025 KTM 390 Adventure R ergonomics will challenge shorter inseams in the dirt. Like most dirt-oriented ADV bikes, the trade-off for long-travel suspension and off-road wheels is a taller seat height. At 34.2 inches, that has my 30.5-inch inseam struggling to get more than the toe of my boots onto the dirt. While the R is over a half-inch taller than the old 390 Adventure, it is slender, so I’m not wasting much length straddling the bike. Fully fueled, the Adventure R weighs in at 388 pounds, so it has my full attention at slow speeds and stops off-road. On the upside, the R weighs 13 pounds less than the 390 Adventure.

Off-pavement, the 390 Adventure R is capable and inspiring. The bike is slim, well-balanced, and feels nimble. Once up on the wide pegs, which are two-position adjustable, I quickly upped the speed and started exploring my limits. The 390 Adventure R handles predictably off-road, and WP Apex suspension is capable at ADV-friendly speeds. The adjustability of the motor for throttle response, combined with switchable traction control and ABS, enables personalization of the riding experience.

The WP Apex suspension balances comfort and sportiness, and has nearly full adjustability. The open-cartridge, inverted fork has 30 clicks of adjustment for the compression and rebound damping (spring-preload is fixed), and there are 20 clicks for dialing in the shock’s rebound damping. That many choices—18,000 combinations, not counting shock-spring preload—is a bit intimidating on an ADV bike. I would prefer fewer, more distinct clicks, as it would make tuning easier and more inviting. Not surprisingly, KTM engineers got the standard settings right. The suspension is compliant enough in rough off-road conditions, though not so soft that the R wallows in corners or through undulating terrain. The nine well-mannered inches of travel are plenty for adventure riding, permitting modest air without bottoming.

With the motor in the Offroad mode, the throttle response is linear for predictability. There are no surprises in Offroad mode, as you can dial in power as needed. The Offroad traction control setting allows some rear wheel slip in the loose conditions, but keeps a rein on things, which is ultimately empowering. Being able to twist on the throttle and know you’re not going to spin up the rear tire uncontrollably adds confidence and encourages aggressive riding. While you can turn the traction control off, all that does is add more wheelspin rather than additional momentum. Leave the Street traction control setting for the pavement, as it’s too intrusive in the dirt.

The off-road ABS up front is impressively tuned, allowing me to use the front brake in all situations. While you can’t disable front wheel ABS in Offroad mode, I can’t imagine wanting to, as the ABS is not intrusive. Rear ABS is automatically disabled in Off-road mode. Happily, the 390 Adventure R retains your traction control and ABS preference, even when you turn the key to Off.

Mitas Enduro Trail+ E07 tires are a good compromise. This isn’t a dirt bike, or even a dual-sport bike, so tires that work on- and off-road are a necessity. The Mitas rubber impressed me, as the front end stuck in corners better than I would have anticipated. That allowed me to ride harder in the dirt. The 390 R’s traction control and ABS are dialed in perfectly for the Mitas tires.

The 390 Adventure R’s six-speed gearbox shifts smoothly, with a slipper clutch keeping the peace on trails or twisty roads. Our test bike had the optional quickshifter ($275), which lets me flick through upper gears without the clutch. It has a great feel and amps up the excitement during high-speed riding on- or off-road. Low-speed shifts can feel a bit clunky, so I don’t usually add clutch below third gear. The clutch also has an assist function, which is definitely welcome in the dirt.

Put it all together, and the 2025 KTM 390 Adventure R is a great compact ADV bike for off-road riding. Everything is balanced, making the R a fun ride. Its predictability gives you plenty of warnings if you’re pushing too hard. When I did find a limit, the handguards didn’t stop me from bending the brake lever, though they are great when there are small branches or brush along the road and trails.

The always-cool adventure aesthetic sets you apart in urban environments. The leggy look of the long-travel suspension and high fenders, the wire-spoked wheels and knobby-ish rubber, along with the handguards, indicate that you surely detour off pavement when the opportunity arises. How often you do that is between you and the 390 R. In town, you may find yourself taking an extra-legal route over a curb when it’s advantageous or just because you can.

Paved canyon riding is a complete blast on the 2025 KTM 390 Adventure R. The first order of business is to put the engine in Street mode. This invokes the safety net of full traction control and ABS, while giving the motor a satisfying boost in the top half of the rev range. Despite the 21-inch front wheel and adventure rubber, I had plenty of confidence pushing the 390 R hard into turns and powering out. My initial sprint into the hills had me oversteering, but the bike is light and agile and doesn’t need any body English. The suspension is firm enough for enthusiastic rides, even with its longer wheel travel.

The 320mm disc is paired with a two-piston ByBre caliper, providing complete confidence in slowing the 390 Adventure R. Feel at the adjustable lever is spot-on; there’s no sharp bite, but plenty of power waiting to be tapped if you squeeze with authority. With the addition of cornering ABS and traction control to the 390 R’s electronics package, I have the confidence to take full advantage of the bike’s capabilities. Unexpectedly, I rarely tapped the brake pedal to engage the 240mm disc, and I’m someone who almost always supplements with my rear brake.

If your commute involves freeway miles, keep an eye on the speedometer. It’s not hard to run with the fastest traffic when you keep the revs up on the 390 R, and you’ll be downshifting with the quickshifter to take advantage of momentary overtake openings. The tall windscreen takes a massive bite out of the wind blast, so rides of 85 mph or more are common. The large-diameter front tire helps with high-speed stability, and the Mitas tires had no issue with the rain grooves on LA’s freeways.

Single-cylinder vibration is noticeable in the handgrips and footpegs at high rpms on the 390 Adventure R. Since this engine speed is where the bike is the most interesting, it can be an issue if you’re droning fast for an extended time. My freeway commute is only 20 minutes, and the speeds vary widely, so it was never a problem for me. I did, however, observe that there was rarely a sharp image in the 390’s mirrors at any rpm, which makes it harder to keep an eye out for black-and-whites.

The upright ergonomics and wide handlebar make maneuvering the 390 Adventure R manageable around town. You can easily filter to the front of traffic at a red light when you have such a good view from your higher perch. When I have to tiptoe around vehicles that have strayed close to the lane markings, the leverage afforded by the wider bars is helpful. Street mode also tamps down throttle response at low rpm, so you can negotiate traffic without surprises.

Nine inches of travel at both ends oaks up the abused and under-maintained pavement in Los Angeles with ease. While the WP suspension is there for the 390 R’s off-road excursions, it also makes urban riding feel more like playtime. Potholes are swallowed whole, dip G-outs don’t cause bottoming, and speed bumps are invitations to wheelie on the 2025 KTM 390 Adventure R.

Should water fall from the sky—rare in Southern California—Rain mode is there for your safety. Rain tamps down the throttle response and power delivery, while maximizing traction control and ABS intervention. Street and Off-road modes both deliver full power, with the throttle response tuned to complement the different environments.

The five-inch color TFT display is crisp, easy to read, and navigates intuitively via the redesigned backlit switchgear. The layout is roomy and well-arranged, so key information is easy to see at a glance. There are two customizable features. Quick Selector enables you to assign key functions, such as ride modes or ABS on/off, to the up and down buttons on the switchgear, eliminating the need to navigate through multiple sub-menus to make changes. Favorites lets you choose which data will be displayed, from left to right, along the bottom of the TFT screen. Download the KTMconnect app to use your smartphone for turn-by-turn nav, make phone calls, and listen to music.

Adventures come in a variety of flavors, but when it’s packaged in orange, it pretty much tells you it’s going to be a fast-paced ride. Despite the upright riding position, which generally would encourage more moderate riding, there is something about the 390 R that promotes an active ride every time I throw a leg over it. Whether commuting to work or weekend canyon carving, I found myself wanting to tap that upper rpm range where the 390 really comes alive. Off-road, I continually seek new ways to go faster or tackle more challenging routes.

The 2025 KTM 390 Adventure R is the perfect small-bore ADV bike, and at $6999, you’re getting a lot of utility. It appears bigger than it actually is, and the well-tuned long-travel suspension, traction control, and braking package make it extremely capable off-road. Knowing I can pick this bike up if I tip over (yes, I did!) delivers the necessary confidence to venture farther off pavement. It also does a fine job as a commuter and around-town bike, with the added benefit of its ADV styling panache. True to its name, the 390 Adventure R is ready for a road trip with its 3.7-gallon tank and impressive just-under 70 mpg. Outfit your bike with a top case or luggage bag from the KTM PowerParts catalog and get out and explore.

Photography by Don Williams

RIDING STYLE

Helmet: Arai XD-5
Communications: Cardo Packtalk Neo
Sunglasses: Bollé Fenix
Jacket + pants: Klim Artemis
Gloves: Klim Baja 4
Boots: Klim Adventure GTX

2025 KTM 390 Adventure R Specs

ENGINE

Type: LC4c single cylinder
Displacement: 399cc
Bore x stroke: 89 x 64mm
Maximum power: 44 horsepower @ 8500 rpm
Maximum torque: 29 lb-ft @ 7000 rpm
Compression ratio: 12.6:1
Valvetrain: DOHC; 4 valves
Fueling: Bosch EFI w/ 46mm throttle body
Lubrication: Wet sump
Cooling: Liquid
Transmission: 6-speed (quickshifter optional)
Clutch: Wet multiplate w/ assist and slipper functions
Final drive: 520 X-ring chain

CHASSIS

Frame: Powdercoated steel trellis w/ bolt-on subframe
Swingarm: Cast aluminum
Handlebars: Tapered aluminum
Front suspension; travel: Damping-adjustable WP Apex inverted 43mm open-cartridge fork; 9.1 inches
Rear suspension; travel: Cantilevered rebound-damping and spring-preload adjustable WP Apex separate-piston shock; 9.1 inches
Wheels: Wire-spoke w/ tube-style aluminum rims
Front: 21 x 1.85
Rear: 18 x 2.50
Tires: Mitas Enduro Trail+ E07
Front: 90/90-21
Rear: 140/80-18
Front brake: 320mm disc w/ ByBre 2-piston caliper
Rear brake: 240mm disc w/ ByBre single-piston caliper
ABS: Bosch 9.3MP w/ Offroad mode