After giving us a sneak peek at EICMA, KTM has confirmed the release of the 2025 390 Adventure R, the next generation of its popular single-cylinder adventure bike. The Mattighofen brand has also announced the introduction of the 390 Adventure X, a more affordable, street-biased version. From a market position standpoint, KTM’s two-bike strategy makes a lot of sense. The 390 Adventure X provides an ultra-affordable entry-level motorcycle that can bring new riders into KTM’s adventure travel line. The Adventure R, on the other hand, is more than just an up-spec version—it just might be the off-road-focused, small-displacement adventure bike the original 390 almost was.
The 390 Adventure X starts at $5,899 while the Adventure R starts at $6,999. The $1,100 price difference is justifiable given the level of equipment alone, but it looks even more enticing once you realize it’s still $600 less expensive than the outgoing 2024 390 Adventure. Equally eye-opening, the 390 Adventure X is $1,700 less expensive than the ‘24 model. By catering to different rider segments, could the new 390 Adventure models change the landscape of small-capacity adventure motorcycles?
Both models use a version of the 399cc LC4c engine that debuted in the 390 Duke. In that model, the engine produced a claimed 44.3 hp at 8,500 rpm and 28.8 lb.-ft. of torque at 7,000 rpm. Compared to the previous 373cc version, output is slightly increased and peak performance comes earlier in the rev range. The new 390 Adventure uses a redesigned airbox that allows the engine to be oriented higher in the chassis for improved ground clearance, and the engine breathes through a new underbelly exhaust system that saves 4.4 pounds. The LC4c has a revised six-speed gearbox and power-assist slipper clutch (PASC). A quickshifter is optional.
The 390 Adventure uses a steel trellis frame similar to what’s used on the 390 Duke, the 390 SMC R, and the 390 Enduro R, but rigidity has been optimized for adventure duty. It also uses different subframe mounts, triple clamps, and 62.5-degree (X model) and 62.9-degree (R model) steering head angles. For comparison, the outgoing model has a less steep 63.5-inch steering head angle. The subframe has been designed to accommodate long-travel suspension. The new die-cast aluminum swingarm, shared with the 390 SMC R and 390 Enduro, jettisons the stylized bracing we’ve seen from KTM over the years, and displays instead a more conventional design that the press release says limits dirt buildup. Those old-style swingers hold onto dirt like nobody’s business. Perhaps KTM has heard some customer complaints.
The 390 Adventure uses ByBre braking components. In place of the old model’s four-piston radial-mount caliper, the new version uses a new coaxial two-piston caliper that grabs a single 320mm disc in the front; a single-pot caliper and 240mm disc handles braking duties in the rear. Switchable ABS comes standard. The R model has adjustable levers.
Both models use a 3.7-gallon metal fuel tank, LED lighting, and a “rally-inspired” instrument tower. KTM claims a 388-pound wet weight for both models. Overall, KTM ran with the rally look, giving the bike a strong identity that’s pure KTM, but also more fully conceived than previous models, which displayed less-than-obvious styling directions (unless the brief was “make it pointy!”). All that’s to say, the rally look is self-assured, announcing intentions from the first glance.
The Adventure R and Adventure X have the same engines, chassis, and looks. But here’s where things get interesting. With different suspension, wheels and tires, and electronic features, the two models really begin to occupy different niches.
The Adventure R uses WP Apex 43mm open-cartridge forks (hand-adjustable for compression and rebound) with 9.1 inches of travel. The off-center WP Apex separate piston shock also has 9.1 inches of travel and is adjustable for preload (using a tool) and rebound. To put that in perspective, the 890 Adventure R has 9.4 inches of suspension travel—just 0.4 inch more than the 390 R. Predictably, long-travel suspension brings with it a tall seat height. At 34.25 inches, it’s under half an inch lower than the 890 R’s seat height. Maybe not so ideal for beginning riders.
The X model uses a more basic, nonadjustable WP Apex 43mm open-cartridge fork with 7.9 inches of travel. In the rear, it uses a WP Apex emulsion shock absorber, adjustable for preload (also with 7.9 inches of travel). No doubt, the barely adjustable suspension contributes to the ADV X’s lower cost when compared to the 2024 390 Adventure. Another advantage of KTM’s two-model approach is accessibility for shorter riders and approachability for beginning riders. The X model’s shorter-travel suspension helps bring seat height down to a reasonable 32.5 inches—down from the outgoing model’s 33.7-inch height.
While the middleweight 890 Adventure base and R models both roll on the same sized spoked wheels, the 390 Adventure models—like the top-end 1390 Adventure lineup—gain further differentiation from each other through the use of different wheel sizes and types. The R’s off-road focus is substantiated by the use of 21/18-inch tube-type spoked wheels shod in Mitas Enduro Trail E07+ tires. The X uses a more road/touring-biased setup with 19/17-inch cast wheels wrapped in (as yet undisclosed) street rubber.
The new models also have updated electronics. The 390 Adventure X has two ride modes: Street and Offroad, which adjust throttle response and traction control intervention. The 390 Adventure R has three ride modes (Street, Offroad, and Rain) and benefits from the addition of a 3D sensor to accommodate lean-angle-sensitive traction control, the added sophistication of which is a real boon to novice and intermediate rides. Both models allow riders to turn off traction control completely should they choose. They also feature ABS; the Offroad ABS setting turns off ABS in the rear. As a nice rider-centric approach, KTM allows whatever ride mode or ABS setting the rider previously selected to remain active after key-off/on. Seems like it really snuck that one by the legal team!
The final piece of tech separating the two models is the 5-inch dashboard. The R model uses a classy full-color TFT display, while the X uses a more basic LCD unit. The dashes support Bluetooth connectivity with the rider’s smartphone. Both models have KTM’s latest generation of illuminated switch gear.
When KTM launched the first 390 Adventure in 2020, Executive Editor Dawes said, “This isn’t a beginner’s-only, low-spec and -tech affair. No, this is a motorcycle befitting KTM’s Adventure badge.” For 2025, new tech and refinement to both the engine and the chassis allow KTM to continue to push the 390’s capability.
Because the previous model was available in a single spec, KTM was forced to make it as versatile as possible—which, after all, is what you want in an adventure bike. Having split the new model into two specs for 2025, KTM has been able to make each one more focused—one is free to chase a price point (and some twisty paved roads); the other to chase single-track and sand dunes. The disadvantage is that now you’re forced to choose between two very different motorcycles—neither of which may be as versatile, as much of a multitool, as the original.
Still, with a shorter seat height and significantly lower price, the Adventure X is a more attractive entry-level ADV than ever. While the R, with its higher spec and off-road angle, may be the lightweight ADV many have always wanted—something that opens a new category that dual sports and previous entry-level ADVs have yet to hack. Both models surely deserve spots on our list of affordable small-capacity motorcycles with big-bike appeal.
No doubt CW testers will be fighting for dibs on who gets to test them first. Stay tuned and look out for the new models to hit showrooms in 2025.