2026 KTM 390 Adventure X Review: 17 Fast Facts For Urban ADV

Kelly Callan

November 25, 2025

2026 KTM 390 Adventure X Review: 17 Fast Facts For Urban ADV

KTM reworked its 390 Adventure bike in 2025, upgrading the chassis, slipping in a new, larger-displacement motor, and giving us two variants to choose from. We tested the more off-road capable 390 Adventure R last summer and loved the latest engine and chassis. That left us eagerly looking forward to trying the urban-focused 390 Adventure X, which has the same great engine and a lower seat height for urban adventuring—and that’s precisely what we did.

There are some substantial differences between the KTM 390 Adventure X and the more sophisticated Adventure R. A quick look at the 390 X’s 5-inch LCD screen (no TFT dash) reveals a reduced electronics package with no ride modes, and no cornering awareness for traction control or ABS. There is no adjusting the suspension or the lever positions. Additionally, the previous 390 Adventure had wire-spoke wheels, as does the new R model, while the new X has cast-aluminum wheels.

The KTM 390 Adventure X may be the ultimate urban adventure bike. It’s lightweight, narrow, and controllably lively. The X has all the ADV styling cues, yet I can get my boots just flat to the ground. I don’t need a more powerful engine in a city environment, and certainly not a heavier machine to muscle through congested streets. The X has that dual-sport play-bike feel, which means if you’re using it for commuting, it’s impossible to arrive at work grumpy.

An accessible 32.4-inch seat height opens the adventure door to more riders. When KTM revamped the 390 Adventure, the engineers created the R model with a 21-/18-inch wheel combo and nine inches of travel at both ends, resulting in a 34.3-inch seat height. The X is focused on the pavement, where smaller wheels and shorter wheel travel will easily suffice. That lowered the seat 1.2 inches from the original 390 Adventure, and the X’s seat is 1.8 inches lower than the R. These numbers add up to a lot of confidence for shorter or newer riders.

The LC4c engine is a perfect size for running around town, commuting, and urban exploration. The peppy 399cc single has two distinct personalities that almost act as ride modes. Below 6500 rpm, the engine is easy-going yet still responsive—perfect for the traffic calming signals along Foothill Boulevard in Southern California’s posh La Cañada Flintridge on the weekend. There’s no point in rushing; you’re not going to get anywhere. Above 6500 rpm and into the 7s, the X really comes alive. Accelerating onto the freeway, especially with the optional $275 quickshifter, is a blast, though you have to be careful not to overrun the traffic flow. Power delivery is smooth at both ends of the rev range.

The WP Apex suspension on the 390 Adventure X is non-adjustable, and few will care. This is one of the places where KTM saved some money. The Adventure R has 30 clicks of adjustment for the fork and 20 for the shock, while the X has none. The X’s 43mm inverted fork and shock are impressively tuned, though. I weigh 115 pounds and usually find the stock suspension setting to be a bit stiff. With nearly eight inches of travel at both ends to work with, the 19-/17-inch wheelset rolls over battered urban pavement comfortably.

The ADV suspension works fine in Los Angeles’ urban canyons. The 390 X is agile and willing to romp through the local twisties, and the sub-eight-inch-travel suspension doesn’t wallow or dive. The bike is light enough for effortless corrections.

The Indian-made Apollo Tramplr XR adventure tires provide convincing grip for spirited riding, thanks to their 70/30 street/dirt tread ratio. Even with mud on them, I was impressed by how far I could lean them over, with the edge grip providing plenty of confidence. While I would replace them with 90/10 rubber when the time comes if I were riding almost exclusively on the pavement, these tires won’t rush the process.

A single 320mm disc with a two-piston ByBre caliper is enough to slow the lightweight 390 Adventure X. The initial bite is friendly and soft, ramping up to impressive braking when you put the squeeze on. This is perfect, as it won’t get you into trouble should you grab a bit too hard in traffic. I felt equally backed up when running the 390 X at high speeds, though supplemented with the rear brake a few times when I got ahead of myself. ABS is standard and non-intrusive, even during mild off-roading.

Adventure ergonomics are perfect for exploring pocket neighborhoods in the hills of Los Angeles. The upright seating and wide handlebar make it easy to control the bike at walking speeds as you traverse tight turns, or take evasive action when an Amazon delivery van unexpectedly backs out of a hidden driveway. The 390’s undemanding personality at low rpm has your back with its predictable, calm throttle response.

Winding through traffic is similarly natural, though the wide handlebar narrows your lane-splitting window. Still, the 390 X certainly invites filtering, thanks to its higher seating position and upright ergonomics, which provide a great vantage point. The lightweight, 388-pound bike is nimble, so parking-lot maneuvers, including paddling backward, are no drama.

Freeway commuting is fast and fun on the 390 Adventure X. With its rally-styled windscreen taking enough of the edge off the windblast, you can comfortably fly to work as fast as the prevailing traffic. Often it’s congested, but there are times when keeping up with the fast lane takes you over 85 mph, which easily puts you in the KTM’s Ready To Race rpm range. With knees nicely tucked just under the edge of the smooth side panels, I have a secure, comfortable grip on the 390, and it feels like it’s just loping along without any stress. Am I going 90? Oops.

Vibration is noticeable on the high-revving single cylinder 390X. The expected thumper buzziness makes itself known in the upper half of the rev range, primarily in the footpegs, so it’s not an issue for around-town riding. My freeway riding is rarely at a drone speed, so while I was occasionally aware of the buzz in the pegs, it was never uncomfortable. The blurry mirrors were more annoying to me, as I want a clear picture of what’s going on behind me.

The urban-focused 390 Adventure X is dirt road capable. Switch the ABS into Offroad mode to disable rear-wheel ABS for your off-pavement forays, and you’ll find the X is capable. Sure, it doesn’t have the full-sized off-road wheels, but the 19/17 wheelset and longish wheel travel combine to give the Adventure X some dirt legs. The Apollo Tramplr XR’s 70/30 street/dirt bias is fine for dirt roads that aren’t challenging. I did some testing after an atmospheric river flowed through, and the tires balled up with mud immediately, though most ADV tires would. There’s over nine inches of ground clearance to help clear rocks and roots, which is good. Helpfully, the X’s low seat height gives confidence to those unfamiliar with riding when traction is uncertain.

The 390 X has a five-inch LCD dash and familiar switchgear. There’s not a lot to navigate via the four-button toggle switch on the left switchgear. The menu is basic, with five sub-menus covering ABS, bike info, trip info, navigation, and a music player. You’ll need to download the KTMconnect app and pair it with your smartphone and helmet headset to take advantage of the navigation and audio features. A powered USB-C port is available just behind the LCD screen on the left side.

With a 3.7-gallon tank and a claimed 69 mpg consumption, the 390 X has a potential 250-mile range between fill-ups. It takes five jabs on the toggle switch to clear your tripmeter, but if it’s your bike, you’ll know the routine. The dash includes a fuel gauge display.

KTM was wise to split the 390 Adventure into two models. I loved the 390 Adventure R when I tested it primarily off-road, and I like the 390 Adventure X even more as a street bike. The increased confidence gained from getting boots flat on the ground will be hugely attractive to shorter riders, or anyone thinking about expanding their off-road skills. As a veteran rider who is comfortable on dirt bikes, I’m willing to tip-toe on a lightweight dirt bike, but would much rather not on a considerably heavier adventure bike.
With the 2026 KTM 390 Adventure X, you get a great engine and chassis perfectly suited for around-town excursions and commuting duties. As a bonus, the X is just waiting to be asked to sprint into the local canyons on the weekend, and the styling gives off the adventurist vibe. Enticingly, the X can be had for $6499, $1200 less than the R and $291 less than the similarly aimed 2026 Beta Alp X. That makes the KTM 390 Adventure X a bargain that’s also an incredible amount of fun, as well as being practical.

Photography by Don Williams

RIDING STYLE

Helmet: Arai XD-5
Communications: Cardo Packtalk Neo
Sunglasses: Wiley X Grid
Jacket + pants: Alpinestars Stella ST-7 2L Gore-Tex
Back protection: Alpinestars Nucleon Plasma
Gloves: Alpinestars Stella Andes V3 Drystar
Boots: Alpinestars Stella RT-7 Touring Drystar

2026 KTM 390 Adventure X 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
Handlebar: Steel
Front suspension; travel: Non-adjustable WP Apex inverted 43mm open-cartridge fork; 7.9 inches
Rear suspension; travel: Non-adjustable WP Apex Emulsion shock; 7.9 inches
Wheels: Cast aluminum
Front: 19 x 2.5
Rear: 17 x 3.5
Tires: Apollo Tramplr XR
Front: 100/90-19
Rear: 130/80-17
Front brake: 320mm disc w/ ByBre 2-piston caliper
Rear brake: 240mm disc w/ ByBre single-piston caliper
ABS: Standard w/ Offroad mode