We live in a world where everything is getting bigger, nowhere more so than in the automotive and motorcycling worlds. I mean, some cities around the world are imposing tariffs on SUVs wanting to drive and park in the inner-city areas because they take up so much space, and there are so many of them.
While not subject to the same discouragement, adventure bikes have continued an upward trajectory in terms of size for many years. BMW might have gone to town to reduce overall weight and bulk in its latest GS 1300, but there’s no denying it is still a big machine to be hustling off-road, and the same goes for its rivals from KTM, Triumph, Suzuki, Ducati, etc.
Electronics have been developed to do their best to disguise this size and weight, but there’s a strong argument in favour of keeping things small and light so that the added complication and expense of these sophisticated electronic systems aren’t needed at all.
And the manufacturers have woken up to that in recent years, with models such as the BMW G 310 GS, Suzuki V-Strom 250, CFMoto 450 MT, Kawasaki Versys 400 and even the Yamaha T7 offering everything their larger stablemates do, other than perhaps ultimate on-road long-distance comfort and practicality, in brilliantly user-friendly packages.
And then there’s the KTM 390 Adventure. Introduced in 2020, it was developed from the successful 390 Duke/RC platform, and it was, at the time, possibly the best of the ‘baby’ adventure bikes, with excellent performance and road- and off-road manners that noticeably had the KTM genes.
For 2025, the 390 adventure range has been completely re-engineered and expanded to four distinct models; the base model Adventure X, the Adventure R, the Enduro R, and the SMC R. We would have seen them earlier in the year if it hadn’t been for the financial upheavals that beset the Austrian manufacturer.
The chassis remains largely the same for all four models and features different foot peg and handlebar positions, a different headstock angle, and a different seat than the previous-generation 390 Adventure. The road/off-road models get 18/21-inch wheels, while the SMC R has 17-inch wheels.
The Enduro R model is the most pared-back of the three dual-purpose models and comes with aggressive Karoo 4 tyres, a smaller front brake disc, smaller fuel tank (9-litres), different ABS settings and a very neat (and smaller..!) TFT dash. With the added practicality of the Adventure X and Adventure R models, not to mention KTM’s extensive range of dedicated enduro bikes, it’s hard to see the market for the Enduro R. But that’s not to say that it isn’t a welcome addition to the range.
It has a typical KTM feel; the second it starts up, you know exactly what manufacturer it comes from. The LC4c single cylinder engine isn’t particularly quiet nor sophisticated mechanically, but it more than makes up for it in terms of urge; 44.3bhp is more than enough to propel the 159kg wet weight off the line like a scalded cat. Stir the gearbox (with the bi-directional quickshifter) to ensure you’re always in the power band and there’s more than enough performance for both city and trail riding. Unusually for a single, it only comes into its own when it is revved, which it does with enthusiasm.
As with the engine, the rest of the 390 Enduro R really can’t be confused with any other motorcycle manufacturer. It’s hard to put it into words, but a KTM has a very distinct feel to it; it’s all-purpose and no frills. It feels light and even insubstantial, but you know that it’s going to do the job required with no complaints.
Despite the Enduro tag, comfort hasn’t been compromised; the seat might look severe, but, in practice, it’s perfectly comfortable, even if it could never be called plush. As you’re unlikely to cover long distances on this model, it’s no problem. The rider triangle is well-conceived, everything falling to hand and foot naturally. Seat height is 890mm, and ground clearance is 272mm.
Suspension is fully-adjustable WP Apex, with 231mm of travel front and rear. Braking is by Bybre, featuring a single 285mm disc up front and a 240mm disc at the rear. There’s nothing spectacular about the braking, which is probably what you want off-road – not too much bite – but it’s safe and secure.
The 390 Enduro R feels exactly like what it is, a large enduro bike with perhaps a bit more comfort and practicality than a pure-bred enduro. It looks like a big enduro bike, an impression helped by the Karoo 4 tyres. What none of that tells you is how fun it is to ride, either on the blacktop or off-road. Time didn’t allow for much off-road riding, but what we did experience showed it to be nimble and easily controlled. Turning off the ABS and Traction Control was in no way a recipe for disaster, as it might be on a large adventure bike because of its lightweight and compact dimensions.
If there is a criticism, then it is the tiny fuel tank. A nine-litre capacity really isn’t enough for what is likely to be used primarily as a road machine. It’s not a deal breaker, but if you were planning a long weekend off-road ride, it’s something to consider.
What the 390 Enduro R – and the rest of the 390 Adventure range – proves is that there really is no need to go to the size, weight (and price) extremes of litre-plus adventure bikes in order to have a fully capable on- and off-road riding experience. If anything, more people will have more fun on something like this, leading them to ride off-road a lot more, simply because it’s just not intimidating.
In this case, R129,999 is not a lot to pay for an awful lot of motorcycling fun and accessibility.
KTM 390 Enduro R
For more information on the bike that we tested in this article, click on the link below…
