Written by SHERMAN HALE NAZARETH Images by Dattaraj Bodke
The amount of matter in our universe is constant and finite. Einstein’s fundamental theory of relativity has held true for over a hundred years now. So, the fluffy-haired genius certainly knew a thing or thousand of what he was talking about when he published it. Every time a motorcycle manufacturer crafts a new machine, they’re essentially converting some of that limited mass into creations that turn grown men into starry-eyed toddlers. The manner in which KTMs convert fuel through combustion into blistering forms of velocity is something we’ve all come to simultaneously love, hate (I know you’re out there), admire and recognise. But is the 99% new 2025 390 Adventure really the one your mother warned you about?
I was beyond ecstatic when the good lads from Bajaj called to ask if I’d like to curate a ride experience for the journalists and content creators in my very own hometown, Goa. Any excuse to get more saddle time, right? It’s fair to say that over the three days of the ride experience, I’d definitely spent more time on the new 390 Adventure than any of my literary (and non-literary) brethren. Not to mention the recce prior to the event (wink-wink). So, I’d had enough time to observe the nuances of the motorcycle. Or is there even such a thing?
The Powder Room
As with any motorcyclist, you spend an inordinate amount of time ogling at any motorcycle before you actually get aboard it. And as a self-confessed fan of the ADV bike format, the silhouette of the motorcycle seemed to tick the right boxes in my eyes. From the front mudguard that peeks straight out, almost parallel to the ground, to the tail section from the pillion seat that does exactly the same, overall, the motorcycle’s lines looked rather balanced to me. It’s the closest us commoners in India can currently come to owning something that looks remarkably similar to an actual current Dakar Rally race bike.
And after all, isn’t civilian vehicle technology just a fettered down version of either a race or combat machine? Hmm, I wonder what a KTM combat machine would look like. I digress, as should you; it’s not a very farfetched thought, anyhow. But for now, we’ll just stick to KTM’s ‘Ready to Race’ ideology.
The lines on the new 390 Adventure may not be very curvy or flowing. But the intersection and interaction of vertical, diagonal and horizontal lines retain KTM’s aggressive styling from its older siblings. The headlight, though pretty good looking with the vertically stacked headlights, could have done with the scythe-like DRL design on the previous-gen 1290 Adventure R. Or even the outgoing 2024 390 Adventure, for that matter. With a design that impactful and unforgettable, why try to reinvent the wheel? But that’s just my personal opinion. I’m sure a lot of people prefer the new design over the older one. The rest of the motorcycle looks well-balanced enough to me. Especially the converging lines on the neat tail section.
The scythe design has, however, been repositioned to the grab rails instead. Aside from having a unique albeit otherworldly design, they did come in awfully handy every time I got off the motorcycle and needed a place to hang my bag pack. I am definitely a fan. I surely won’t be telling you my experience from a pillion’s perspective anytime soon. That seat on this bike just isn’t destined to have me on it. But the other one is.
Cockpit Diary
Getting aboard the 2025 390 Adventure for the first time with my 5’10 frame felt entirely natural and balanced. The 830mm seat height felt pretty normal, too. Both my feet were absolutely flat on the ground while seated. The narrow inseam of the motorcycle certainly aids in this; and gives you a more dirt-oriented feeling than an all-out street bike. Essentially, the right ingredients for a proper dual-sport motorcycle. Imagine a lower seating position on the erstwhile SWM Superdual T, but with a far more comfortable seat. Of course, shorter riders will need to tip-toe to keep this machine upright. Ballerina school might undoubtedly help here.
Personally, the seating position wasn’t as extreme as my ’95 BMW F650 Funduro, where you’re sitting in the motorcycle. Or my ‘19 Royal Enfield Interceptor 650, where you’re sitting on the motorcycle. This was somewhere in the middle. This translates to an easier transition from the sitting to standing position. It also had to do with a comfortable distance from the foot-pegs to the top of the seat. Long runs on this motorcycle aren’t going to get your hamstrings wound very tight. On the move you’ll have a tall, commanding seating position, which translates to great road presence. The bike has the big adventure tourer aura minus all the unnecessary heft.
With a fairly relaxed stretch to the handlebars, I didn’t have any complaints about the rider triangle, in the sitting or standing position. I was already sore from being in the saddle for 4 days on another motorcycle, running amok across South Goa in sauna-like weather, getting things organised before the actual ride event started. So, having a motorcycle this comfortable during the event was a relief.
The TFT-dash now sits higher up in your line of view thanks to the rally-tower-like positioning. The ease of reading it regardless of whether you’re seated or standing on the bike is a boon like no other. The interface is filled with all sorts of information but is still fairly easy to read once you know where to look on the dash. Navigating through the menu is a straight forward and fuss-free affair. The left switchgear does have some additional buttons that need some initial familiarisation.
For the more digitally inclined, the bike’s got in-built turn-by-turn navigation, call controls, contacts, and music control. The USB Type C charging slot will keep your gadgets charged in case you run into that random stray alien with a glowing finger, saying ouch, that needs to make an emergency phone call home.
The bike now has three ride modes – Street, Off-road and Rain. The navigation buttons for the menu retain the same format as the previous gen 390 Adventure. These modes can be further customised by switching the ABS into Off-Road mode and the MTC (traction control) off. The front wheel’s ABS stays on. Confidence inspiring for beginner riders, but also great to turn off for the wilder among us. Personally, I still don’t quite understand why a motorcycle with 46PS would need this level of electronic intervention.
The most convenient addition, however, is the fact that these settings do not revert to the default settings once you switch the motorcycle off. The throttle response and traction control are tailored to have a more subtle or aggressive reaction to your inputs depending on which mode you’re in. All these different levels of intrusion are governed by a 3-axis IMU system.
Using the cruise control will involve a miniscule learning curve. Thankfully, every switchable feature on the motorcycle can be worked with on the go.
Tales from the Saddle
I won’t bore you with the specs of the motorcycle, because those have been around for long enough already. But what I will tell you is how this motorcycle is to ride. In one simple word, effortless. It’s got something for everyone from a beginner rider to someone that adds a bit of high-octane fuel to their morning coffee. What has changed, though, is how approachable it’s become. It isn’t as manic as the KTMs we’ve gotten accustomed to. To KTM loyalists, that could be a bad thing. To others, it will have certainly gained appeal. It’s like KTM finally toned down that unadulterated formula for cosmic insanity. Or, maybe not? Because hiding higher up in the rev-band that sense of urgency still eggs you on to pull off unspeakable acts that would make your mother either disown you or get you psychiatric help.
It’s no longer that puberty-stricken teenager that wants you to keep that throttle pinned wide open like there’s no tomorrow. Some may say it’s lost its identity. But most would say the new 390 Adventure has matured. The most obvious change would be in the bottom-end and mid-range of the rev-band. Tottering about in a higher gear at lower speeds is no longer a jerky affair. In fact, I ensured I didn’t come below third-gear on any of India’s bountiful buffet of badly-designed speed breakers over the three days (plus, wink-wink) I spent riding the motorcycle. An unforgiveable act of blasphemy on the previous-gen 390 Adv. Not anymore. This is thanks to revised sprocketing where the rear now has 46-teeth while the front has 14, as opposed to the earlier 45/15 setup.
It’s obvious KTM has put deep thought into the overall tractability of the engine. The fuelling and power-delivery has become a lot more versatile. And isn’t that what you’d want in an adventure motorcycle? It would certainly be my criteria for a multi-day, or multi-week, or multi-month ride across varied terrain. Multi-year, maybe? If only schedules and commitments would be more forgiving. Ah, reality, thou still are a heartless bit…umen road burn.
Nevertheless, I did spend a decent amount of time out on the highway and on the inner back-roads of Goa and what I found was the motorcycle has become tireless to ride.
Fatigue will take a whole lot longer to make its presence felt on the new 390 Adventure. Credit must be given to the windscreen for how effective it is. It’s not just there as a rally-styling, cosmetic exercise. Not only does it deflect wind-blast from your chest area efficiently, it also keeps the wind from unsettling your ADV helmet’s peak. That slight forward curve at the top reduces turbulence effectively. I did hear a few complaints about it from other riders but I can’t say it made me cranky at all. All I did was tuck in ever so slightly as the digits on the speedometer accumulated and I felt no buffeting on my helmet.
The cruise control turned out to be a pretty handy feature, too. Personally, I avoid using cruise control on any motorcycle in India thanks to the unpredictability of general Indian traffic conditions. By that I mean the road circus of untamed humans and animals governed by impulse and zero common sense. But on this bike, I found it to be quite intuitive. I switched it onto multiple speeds and started from the lower to higher gears. The way it gets you to the set speed isn’t jarring or abrupt in any way. It works in perfect unison with the quick-shifter and deactivates the moment you get on the brakes or pull the clutch in. Speaking of the quick-shifter, that’s quite refined, too. Working through the gears is a pretty smooth affair and there aren’t any drastic rev-bumps that happen when you shift clutchlessly, whatever be the rpm.
I’d also like to add that the radiator does a fantastic job of not roasting your family jewels. Its twin fans do a decent job redirecting air. Though, you may feel some of it on your boots
Dirty Dancing
Here’s where we get to the part that all you Dakar racer emulators have so patiently been waiting for. Since I curated the off-road session, I got to really explore the full potential of what this new 390 Adv is capable of. And trust me, it’s got just the right ingredients to make you look like a pro-rider or get you to places you once only considered walking to.
One thoughtful act by KTM on the new 390 Adv is that the fork sleeves, bash plate and knuckle guards come fitted as standard. A main-stand would’ve definitely been a bonus but for now that’s still available as an accessory. KTM have also added Pigmented PP body panels for better durability and bump absorption. The decals are moulded in to avoid peel off from scratches in case you send the bike belly-up on one of your adventures. The panels have a pretty solid feel to them, too.
Again, as you hit the dirt you’ll realise how easy it is to ride. It’s got a kerb weight of 182kg, but the weight is distributed efficiently. To be honest it feels like a much lighter bike than it is. I do spend an awful lot of time kicking up dust on a variety of Adv bikes thanks to the off-road school I run here in Goa. Let me just say this is one of the least tiring bikes of this format to ride in the dirt.
Coincidentally, I’ve even been running the same Apollo Trampler XR tyres on my Funduro for the last 4,500km. They just don’t work as well as they do on the 390 Adv. Confidence-inspiring is the word I’d use for the cornering capabilities of the new KTM both on the road and off it. Something the Funduro certainly lacks on road. Although the BMW has a kerb weight of 191kg, this probably has to do with the chassis stiffness and suspension setup of the new bike. I don’t think the additional 9kg would make that much of a difference to me.
Still, I do think better quality rubber would let you explore the full potential of what this machine can really do on asphalt. Since the brakes do a decent job, I think this would also negate the need for as much ABS intervention as there is now. The tyres are tubeless, though. Thanks to KTM’s centre-mounted spokes that are closed off with a pretty thick sealing rubber.
The front suspension has a whole load of adjustability to tweak it to thy Highness’ satisfaction. 30-clicks on either fork for rebound and compression. The rear monoshock has 20-clicks of rebound and 10-clicks of preload. So, a fair bit of fiddling around and experimenting will get it to where you like it most. You’d have to do something really nasty to run out of the 200mm of suspension travel at the front and 205mm at the rear. There were a few times I did.
The ground clearance has improved over the older model by 37mm to 237mm. A definite bonus for all you rock-crawlers out there. Shifting the rear-shock to an offset position is what’s enabled this accomplishment.
But let’s finally address the orange elephant in the room. Throw a tutu on it if you will. Since before the ride even happened, certain individuals have been showing deep concern over the vibration and under-belly exhaust of this new 390 Adventure. I’ve been riding a plethora of motorcycles for over 20-years now. And let me just say that a certain amount of vibration is expected from any motorcycle. You’ve got thousands of controlled explosions going on between your legs every minute you’re on that thing, for God’s sake. A little vibration is just a reminder of that. As for this motorcycle, it’s a short-stroke, high-revving single; a little buzz is expected. Not once did I feel the numbness from these vibrations like I have on other motorcycles.
I even filled up a dried-up little pond with a whole lot of water for the event just to test the underbelly exhaust theory. It may have been a smidge over 400mm in some places. And that’s of course what KTM say the bike’s good for. The baffles and internal chambers have been designed to keep the water from getting all the way to those exhaust valves. None of the riders, myself included, seemed to have any issues during the off-road sessions. Who wouldn’t want to make a splash in the ultra-hot and humid Goa weather? The only downside would be that it’s been 3 days since and my riding boots are still soaked.
Head for the Horizon
So far, the new KTM 390 Adventure has been awfully kind to me. I’ve been riding it for the past week and I’m still itching to get back on it as I sit here and write this. That really says something. It’s got soul and character while still being approachable and fun. It’s a wholesome bike to say the least. The reason I haven’t brought up the old 390 Adventure much here is because this is a whole different animal. I know if I had a proper long adventure ahead, this bike’s definitely going to be on that list. I’ve been doing some decently long rides in Russia over the last two years. And every time I’m in the saddle of this new KTM, I can’t help but imagine what it would be like to ride in that vast wilderness. And with a price-tag of ₹ 3.68 lakhs (ex-showroom, Delhi), who knows, I might just ride one there next.
