2025 KTM 390 Adventure Review : The original 390 Adventure was launched five years ago, and now, there’s a brand new one in town, and the folks at KTM have got it spot on this time around. The 390 ADV revamps what the old 390ADV was missing in terms of the adventure aspect, and thankfully, it accomplishes this because of the all-new platform introduced with the Gen 3 Duke. Everything that worked on the Duke does on the Adv too, including the rear side slung monoshock and relocated airbox that sees the seat height reduced from the 855mm of the last Adv to a more manageable 830mm.
Updates to the KTM 390 Adventure for 2025
However, it’s not only the lower seat height that represents a significant step forward for the new 390 ADV, this also features more suspension travel (170/177mm to 200/205mm) and much more ground clearance (by 200-237mm) than before. The new 399cc also helps in the ground clearance department; the crankshaft is placed higher in the engine compared to the old 373cc motor. And therein lies the most critical highlight of the new-gen 399cc platform — the ADV (and its Enduro/SMC siblings) allow the tech to shine in a different light.
Powering the bike is a 46hp, 39Nm single-motor that makes the same figures as the 390 Duke, but it gets a bigger and fatter 46-teeth rear sprocket (up by three teeth), which more than makes up for the additional weight and also the larger wheels. What’s really impressive is the engine’s duality. When you do need it, it’s punchy and exciting at high revs and translates into this being the only bike in our tests to record a sub-6 second 0-100kph time in our tests. But more importantly, it also stays calm and relaxed at low speeds, which makes it easy to live with on a daily basis, as well.
390 Adventure Curved radiator
The riding modes – Rain, Street and Off-Road – modify throttle response and ABS and traction control interventions. Off-road mode is the most responsive of the three, yet still usable enough even at city pace.One issue that single-cylinder engines tend to have is that of vibra-tion and we felt the same with the KTM. The “buzz” is very well controlled in the handlebars, but becomes quite pronounced in the footpegs, especially at city speeds. But out on the highway the vibrations never become too much, and this bike can maintain 120kph —or higher— with an ease and composure that rivals simply haven’t achieved.
The bi-directional shifter operates less than seamlessly, and can feel somewhat sticky, but it builds the fun element of this bike. The underbelly exhaust gives it the usual KTM soundtrack: an exuberant, irritating screech at high revs and a clanking, nondescript note at low speeds — par for the course with a peaky single-cylinder engine. So, while an upswept unit would definitely have looked the part, KTM maintains that the design poses no threat in terms of water wading, even claiming to have tested the bike in water crossings 400mm deep.
Seat comfort, KTM 390 Adventure ergonomics
The 830mm seat height is still on the tall side for average 5’6” rider but lower weight and weight balance on this bike makes it easier than its rival to manage. The rider ergonomics have also been enhanced over the previous generation bike courtesy footpegs that are better placed. On the bike standing up off-road, it is even better, with more real estate to grip with your lower body. An off-road work would have preferred a slightly higher bar (also taller); the overall set up works as is. The opposite is true on the tall, non- adjustable windscreen – it’s great at highway speed but it blocks so much air the rider will be looking for more cooling breeze riding in the city heat of summer.