KTM’S 2025 390 ‘R’ MODELS: WHERE THEY ‘FIT’

We speak with KTM Australia’s Rosie Lalonde for an insight into the significance of KTM’s all-new, aggressively priced 390 Adventure R and Enduro R models; and what sort of rider, terrain and applications each machine is designed to suit.

When you think about motorcycles in the Adventure and Travel Enduro market segments, there’s an automatic tendency to think about larger-capacity models; bikes with 690, 890 and even 1390 stickers on their shrouds. Same goes for road-going Supermoto and Naked machines.

“We want to give riders a pathway into KTM’s adventure model line-up – whether they’re new to adv riding; whether they’re shorter in stature; whether they don’t want a heavier bike; or whether they don’t care about big power.”

And that makes most people do a bit of a double-take when they first try to process KTM’s expanded range of 390 models for 2025 – machines that use KTM’s recently beefed-up 398.7cc, four-value DOHC powerplant platform, and come with much, much cheaper price tags than their larger-capacity counterparts to attract the growing number of riders now getting into the sport via the adventure bike market segment.

At the late-August Australian Media Launch for KTM’s all-new 390 Adventure R and 390 Enduro R models, we were pleasantly surprised by both machines’ performance, component spec and build quality. And in the few months since, our predictions that KTM would sell a shedload of the Adventure R seems to be bang on-the-money.

“People assume 390 means ‘beginner bike’, but that’s not the case. It’s accessible for everyone, and the biggest standout for me is that it is so fun to ride.”

But we also came away from that launch a little confused about exactly how the all-new 390 Enduro R model ‘fits’ into KTM’s existing line-up, and into the broader motorcycle market. So, to answer those questions – and help put more context around these new 390 R models’ upgrades, pricing structure and target customer – we spoke with KTM Australia’s Marketing Manager, Rosie Lalonde…

TM: KTM has been making the 390 Duke road bike for the best part of a decade now. So, why it has taken so long to actually use that 390 – at least its engine, anyway – as a platform for other models? For travel enduro and adventure models, for instance!?

RL: Well, as always, it’s about answering consumer demand. The adventure bike market segment has grown so much in that decade, with smaller capacity adventure bikes increasingly proving to be a popular pathway into the sport.

That, and the fact the 390 Duke’s engine was updated with more capacity and power (and a longer stroke) a couple of years ago, which gave rise to expectations this new engine could also be well suited to touring and adventure machines, right?

RL: Yes, but I think it’s more that. Looking back, I can truly see the trajectory of adventure in Australia – and that translates globally as well. Fifteen years ago, it really started to become popular. Then, eight to 10 years ago, it was all about the middle-weight bikes. The consumer wanted that 800cc unicorn of an adventure bike – hence KTM’s 790 Adventure was born. So, the appetite for a small-capacity adventure bike wasn’t really there back then. For us, it was the 1190, 1290, 1090… then it went 790. And now look at that… a 390!

Which has flipped conventional wisdom on its head. No longer do we think that big adventure-type distances can only be conquered by big blokes on big-capacity bikes…

RL: Exactly. And that’s been really interesting – to see the Australian consumer say, “No, actually, we want a smaller-capacity bike”. The original 390 Adventure was released a couple of years ago as a more road-focused bike that could still go off-road. But now this 2025 year-model is the first 390 Adventure with the “R” moniker, and it comes with a heap of changes.And it has immediately proved to be a successful model here and around the world.

Its aggressive price point of $11,295 Ride Away can’t hurt sales prospects!

RL: Sure. But this new 390 Adventure R also represents a great introductory model to KTM’s range. And it’s learner-approved, which is fantastic. We want to give riders a pathway into the adventure line-up – whether they’re new to adventure riding; whether they’re shorter in stature; whether they don’t want a heavier bike; or whether they don’t care about big power. It’s a great introduction for them to progress into a 690 or an 890, or even a 1290.

Unlike Europeans, Aussies tend to treat adventure machines like big enduro bikes with windshields. Is that why KTM’s original 390 Adventure model didn’t sell all that well; because it didn’t really hit the mark for our market?

RL: That first 390 Adventure still did high volume, but Australian customers definitely wanted it to be more off-road oriented. That’s why it’s been really nice to see this next-generation Adventure R model has been released with a stronger off-road focus. Aside from the new Adventure R getting a significantly more raked-out steering head angle, it also comes with big upgrades to engine, chassis, suspension, bodywork, electronics, etcetera – meaning this machine is now a much bigger departure from the 390 Duke. Or, using your turn of phrase, Andy, “It’s no longer simply a KTM 390 Duke in adventure clothing”.

“With big upgrades to engine, chassis, suspension, bodywork and electronics, this new 390 Adventure R is now a much bigger departure from the 390 Duke.”

So, when KTM relaunched its 390 Duke model a couple of years ago, do you think the new 390 Adventure R (and 390 Enduro R, for that matter) were already intended to share that platform?

RL: Yes, absolutely. As part of the ‘30 Years of Duke’ campaign, KTM launched the new 390, the 990 and the 1390. It’s incredible to think that the Duke moniker has been around since 1994, eh?

In other words, pundits were right in thinking the new, longer-stroke 390 engine was always intended to be used across Duke, Enduro and Adventure model platforms?

RL: Yes. And that’s always been the KTM pathway: produce a street model, then produce the Adventure version. First you had the 1290 Super Duke, which preceded the 1290 Super Adventure; then the 1390 Super Duke and 1390 Super Adventure; the 890 Duke and 890 Adventure; and now the 990 Duke and … who knows what’s next?!

But with the 390, it feels like a bigger relative departure from its Duke capacity counterpart. The 2025 390 Adventure R gets a dedicated frame and subframe, a different swingarm, a slacker steering-head angle, more electronics … heaps of different components.

RL: All true. It’s actually very much like what they did with the original 790 Duke versus the 790 Adventure – that was a completely different chassis too. For the original 390 Adventure, they didn’t go down that path, but now they truly have. So, yes, it’s a more off-road-focused adventure bike, still very capable on the road. And absolutely differentiated from the 390 Duke.

“It comes from India with a paper filter, but in Australia we fit a foam filter at pre-delivery. We’re the only market in the world doing that because of our dust conditions.”

These new 390 Adventure R and Enduro R models were unveiled at EICMA in late 2024, and originally intended to be on dealer floors in early 2025. Has the delay been a direct result of KTM’s financial woes?

RL: Yep. They were supposed to arrive early this year, but KTM’s financial turmoil caused production halts in Austria and India, so they were delayed. Now the timing is right: pre-ordered bikes were rolling out of dealerships in August. Soon after that, we got our first containers with the 390 Adventure R, the 390 Enduro R, and the 390 SMC-R. Pre-orders went out first, with the October shipment providing dealers dealer with demos and stock.

Does that include the softer, road-going, ‘standard’ model – now called the 390 Adventure X?

RL: Yes, there is also a fourth model – the 390 Adventure X – which is more road-focused. It’s got cast wheels (with a 19”/17” front/rear set-up), lower seat, lower suspension, fewer electronics and a lower price. That’ll be available in low numbers from November-December.

Is that the first time KTM has added an “X” suffix to an Adventure model?

RL: I believe so. I guess that, once you have an R, you need to differentiate it with an X.

I was looking at the 390 Adv R sitting side-by-side with an 890 Adv R, and that reinforced just how legit this new small-capacity bike looks – in terms of its proportions, rally-inspired bodywork, windscreen and nav tower, and its electronics package. It certainly doesn’t look like a scaled-down kid’s adventure bike.

RL: Absolutely. And at the media launch, we had riders of all shapes and sizes riding it – from 5’8” to 6’2” – and the bikes seem to fit everyone. People assume 390 means ‘beginner bike’, but that’s not the case. It’s accessible for everyone, and the biggest standout for me is that it is so fun to ride. And being made in India is not a drawback; it simply allows KTM to make a more cost-effective bike without compromising quality.

KTM has made it crystal clear that the 390 models are all “designed and developed in Austria and built in India”. What’s your experience been with the build quality of KTM’s models that roll off the production line in India?

RL: We recently tested these bikes even further in real-world conditions, as both myself and our New Zealand Marketing Manager, Shaun Jubber, rode the KTM Australia Adventure Rallye in Bunbury – five days, over 1500km, and these bikes did not miss a beat! To be honest, the 390 Enduro R that I was on was the perfect choice, as pea gravel and sand can be extremely challenging surfaces, and I felt confident through everything the route threw at us. As you mentioned, the 390 platform that has been built in India has been in the market for well over a decade now, and the results speak for themselves. The models produced in India have consistently delivered solid component and build quality, backed by strong reliability and long-term customer satisfaction. It’s a proven formula that continues to serve riders extremely well.

“The 390 Enduro R slots in as a more accessible, more comfortable, more affordable option for riders who want something capable off-road, but still comfortable for the 1.5-hour ride to those trails.”

At $11,295 Ride Away, I can’t imagine there’ll be many arguments about the 390 Adventure R’s affordability and accessibility. What really struck me was how much more sophisticated the electronics package was than I expected for that sort of money.

RL: Exactly. The 390 Adventure R gets a five-inch TFT screen, three ride modes, adjustable throttle response, adjustable ABS, and you can turn MTC on/off. The 390 Enduro R has a 4.2-inch screen and a simplified electronics package with two ride modes – with the freedom to turn ABS off completely.

But the Quickshifter isn’t standard, right?

RL: No, it’s a KTM PowerPart, which costs $415 AUD. Cruise control for the Adventure R will also be available later in the year. Plus, there are WP Pro Components coming, including XPLOR Pro suspension – a 6500 Cartridge Kit for the forks and an XPLOR Pro rear shock.

I found it interesting that the 390’s Off-Road mode is actually more aggressive than the power delivery with the other riding modes because that’s opposite to the 890 Adv R, which subdues its 110hp in Off-Road mode.

RL: Which makes perfect sense for a much smaller-capacity bike, right? I also think the suspension’s adjustability is a fantastic feature. You can really tailor it – softer for road, firmer for off-road – and the Apex suspension componentry has definitely come a long way.

In your mind, what makes KTM’s 390 Adventure R – and the 390 Enduro R – good value for money when compared with the growing number of options in the small-capacity adventure bike segment?

RL: Beyond the advanced electronics packages and the high level of adjustability we’ve already discussed, the 390 Adventure R and 390 Enduro R deliver the premium quality and distinctive features riders expect from a KTM adventure model, but at an exceptionally accessible price point. KTM has always been about pushing the boundaries of performance, capability and rider experience, and these models carry that DNA through to the small-capacity segment. For riders who want true off-road credibility, real performance, and the spirit of KTM’s adventure heritage – without the big-bike price tag – the 390s offer outstanding value for money.

“For riders who want true off-road credibility, real performance, and the spirit of KTM’s adventure heritage – without the big-bike price tag – the 390s offer outstanding value for money.”

The air filtration design on the 790 and 890 Adv R models has copped some criticism in really dusty conditions. So, it’s interesting the 390 uses a completely different airbox, filter and intake design.

RL: Yes, the 390’s airbox uses a side access, and it draws air from behind the steering head – similar to the old 990 Adventure. It comes from India with a paper filter, but in Australia we fit a foam filter at pre-delivery. We’re the only market in the world doing that because of our dust conditions.

At the bikes’ media launch, when I asked you were 390 Enduro R model ‘fits’, you said it’s like an “adventure bike without the bells and whistles” and that it was “a pathway model into the 690 Enduro R”. I’m still struggling to get my head around how KTM is positioning this model, though.

RL: The marketing people from KTM HQ positioned it as the entry to the 690 Enduro R. And once I rode it, I completely understood that. Some riders don’t want the big screen, the tower, the larger-capacity tank, or the extra weight. They want a lighter, minimalist adventure bike. The 690 has been popular, but niche. The 390 Enduro R now slots in as a more accessible, more comfortable, more affordable option for riders who want something capable off-road, but still comfortable for the 1.5-hour ride to those trails.

And did you notice how, ergonomically, the Enduro R is surprisingly similar to an EXC when sitting down?

RL: I did. That’s why I think the Enduro R will be a bit of a dark horse; a lightweight adventure platform which, at $10,695, is $700 cheaper than the Adventure R. Also, because it’s 6kg lighter (159kg, compared to Adventure R’s 165kg dry), the Enduro R is a great alternative for riders – just like the 690 is to the 890. It really comes down to horses for courses, and that is why I think it is fantastic that we can offer customers both the Enduro R and Adventure R options.

I can’t finish without a question you probably won’t answer, Rosie: When can we expect to see a KTM 690 Adventure R model? The stepping-stone logic says it’s obvious cos there’s now a big gap between the 390 and 890 (or should we say 990?) Adventure R models, right?

RL: It does seem that way, doesn’t it? That’s all I can say at this point. But Australian riders are absolutely asking that question, and I pass that feedback to Austria monthly.