[#drivingFreak]

2025 KTM 390 Enduro R Review

KTM 390 Enduro R Pros

• Finally, a capable entry-level off-road motorcycle from KTM in India
• LC4c engine offers good performance - 45 BHP & 36 Nm. Shorter gearing improves low-end performance compared to the 390 Adventure
• Friendly ergonomics makes the motorcycle accessible to a wider audience. Rally-style seat offers decent comfort by enduro motorcycle standards
• 9-litre fuel tank can provide a range of up to 180-190 km, making it suitable for short-distance touring. Mitas 07+ dual-sport tyres perform well
• Loaded with features like a high resolution TFT screen with Bluetooth connectivity, ride-by-wire, Quickshifter, two ride modes, traction control and ABS modes
• Body plastics may not feel premium, but they'd be easy & cheap to replace. They serve the purpose of this motorcycle

KTM 390 Enduro R Cons

• 177 kg kerb weight is on the higher side for an off-road focused motorcycle
• The engine tune is still more road-biased. Low-end performance, although improved, could have been stronger for off-road rideability
• At Rs. 3.39 lakh, ex-showroom, the 390 Enduro R is priced at a slight premium. Global-spec variant might boast a Rs. 30-40,000 premium over this motorcycle
• Not very beginner-friendly. You’ll need to be an experienced rider to reach this motorcycle’s limit
• Small screen size limits information on display. No fuel gauge on the TFT
• Handlebar requires some effort to turn when filtering through traffic and making quick turns

Introduction

The wait for an entry-level off-road focused KTM motorcycle in India has been long, but it is finally over with the KTM 390 Enduro R. There is a slight twist in the tale, though. In a bid to make the motorcycle more accessible and affordable for the masses, KTM India has decided to equip the India-spec model with the same suspension hardware as the 2025 KTM 390 Adventure. On the positive side, this results in a more accessible seat height of 860 mm, but it comes at the cost of suspension travel and ground clearance. Is the off-road capability a bit compromised? Is it fun to ride? We got to spend some time with the bike to find out.

KTM 390 Enduro R Pricing

The KTM 390 Enduro R is priced at Rs 3.39 lakh, ex-showroom, which means it sits in the middle of the 390 Adventure X and the standard 390 Adventure in terms of pricing. Off-road motorcycling is a niche segment in India, and the only other competitor to the 390 Enduro R is the Kawasaki KLX 230, priced at Rs 3.30 lakh, ex-showroom. While the latter is lighter, it is significantly down on power compared to the Enduro R.

For those looking for the complete 390 Enduro R experience, KTM India is bringing the global-spec model to India in a couple of months. We can expect it to be priced at a premium of Rs. 30-40,000, given its more sophisticated suspension setup.

You can download the brochure for the 2025 KTM 390 Enduro R here: 2025 KTM 390 Enduro R Brochure

[#drivingFreak]

Design & Styling

Being an off-road motorcycle, the 390 Enduro R has a slim profile with minimal design elements. The design borrows some inspiration from the KTM 690 Enduro R, as is evident in the simple front-end look, which comprises a reflector-based LED headlamp and a beak. Compared to the 390 Adventure, it gets a smaller 9-litre fuel tank and a flatter rally-style single-piece seat. There are some nice design elements on the sides, in the form of sharp tank shrouds. The exhaust continues to be neatly tucked under the body, which is again surprising on a motorcycle like the 390 Enduro R. With its unusually large crab-like metal grab rails and simple LED tail lamp, the rear end of the 390 Enduro R looks identical to its ADV sibling.

The India-spec model gets a ground clearance of 253 mm. Despite sitting closer to the ground compared to the global model, the 390 Enduro R boasts a healthy road presence and might feel a bit intimidating to shorter riders at first glance. The 390 Enduro R is only offered in the classic KTM Orange shade.

Build Quality, Fit & Finish

Like its other 390 siblings, the 390 Enduro R boasts good quality levels in general. This is especially evident on important touch points like the switchgear, which has good tactility, and the paint finish on the fuel tank and its surrounding elements. The switchgear uses a joystick this time around, which feels sturdy compared to the one on the Royal Enfield Himalayan 450 and provides good feedback even when operating with gloves on.

The fit and finish levels are impressive. With over 1,000 km on the odometer, it is safe to assume that our review unit has undergone a fair share of testing. Despite that, I didn't encounter a single rattling sound or loose panels during my time with the motorcycle. There is abundant use of plastic panels, and while the quality seems decent, be prepared to encounter scuff marks on panels that come in contact with your Motocross boots.

Features and Instrumentation

On the features front, the 390 Enduro R comes with a 4.2-inch TFT screen with Bluetooth connectivity, a USB-C charging port, adjustable levers and a quickshifter. The smaller screen is one of the best TFT units I have encountered on a motorcycle in terms of resolution. Details on the screen appear crisp and sharp. There are two display modes - Standard and Minimal. The former displays the rev counter along with the gear engaged and speed, while the latter only shows the speed and gear engaged for minimal distractions. Going through the various settings using the joystick is fairly simple, and there is minimal lag between the input and execution on the screen. One con of the small screen is that there is no fuel gauge. An upward push on the joystick shows various info about the bike, including distance-to-empty. The one on our unit was stuck on 0 km for some reason, though.



The 390 Enduro R gets two riding modes - Street and Off-Road, switchable ABS and traction control. By default, ABS and traction control remain engaged in the Street mode. In Off-Road mode, the rear ABS and traction control is turned off. Additionally, these settings can be configured based on our preferences. Changing ride modes requires a few inputs to the joystick, but there is a dedicated switch on the left side of the handlebar to manually disable ABS (front and rear) on the go.

Wheels & Tyres

The KTM 390 Enduro R gets a 21-inch front and 18-inch rear tube-type spoke wheel setup. KTM says these wheels are designed to take more abuse compared to the tubeless spoke wheels on the 390 Adventure. Unlike the global-spec model which gets full knobbies, the Mitas E07+ tyres on the India-spec model get large block patterns and are semi-knobbies. These tyres are slightly road-biased (60/40) and that shows in the on-road performance, both in dry and wet conditions. The curved edges on the tyres offer decent confidence during cornering. The off-road performance of the tyres is equally impressive. The tyres offered decent grip over varied off-road surfaces and it was only when the surface got really loose that the tyres tended to scramble for grip.

Ergonomics and Comfort

One of the biggest advantages of having the shorter travel suspension on the India-spec model comes in the form of friendly ergonomics. While the 860 mm (890 mm on the global model) seat height might seem intimidating at first, the narrow design of the motorcycle ensured that I could easily flat foot with some bend in my knees. For reference, I'm 180 cm tall. The wide aluminium handlebar offers good leverage when making quick turns. It is placed at a comfortable height and provides an upright sitting posture. The posture while saddling doesn't feel as natural, though, as I had to crouch a fair bit to reach the handlebar. The footpegs are rear-set, and taller people might find their lower body slightly cramped. Thankfully, the handlebar and the footpegs get two levels of adjustment.



The seat base is narrow, and the cushioning is on the firmer side, but I found them to be fairly supportive over an extended period in the saddle. Touring in general should be decently comfortable on the 390 Enduro R, the only limiting factor being its small fuel tank.

Fuel Tank Capacity & Range

At 9-litre capacity, the 390 Enduro R gets a respectable size of fuel tank as far as enduro motorcycles go. For reference, the Kawasaki KLX 230 gets a 7.6-litre fuel tank. The average fuel economy hovered around 22- 23 km/l during our time with the motorcycle, so you can expect a range of 180-190 km on a single tank of fuel.

Maintenance

With the new LC4c engine, the 2025 KTM 390 Enduro requires an oil change every 10,000 km after the initial change at 1,000 km.

Standard & Extended Warranty

According to Bajaj's Press Release that was sent out last year, all new KTM models now come with a warranty of five years (two years Factory + three years extended) and Road-Side Assistance for a year as standard.

[#drivingFreak]

Riding the KTM 390 Enduro R

Powering the KTM 390 Enduro R is the same LC4c engine as the 390 Duke and 390 Adventure series of motorcycles. It comes in the same state of tune as its other siblings and has output figures of 45 BHP @ 8,500 rpm and 39 Nm @ 6,500 rpm. The only difference here is the shorter gearing, courtesy of two extra teeth at the rear (48-tooth vs 46-tooth), compared to the 390 Adventure. If you are someone who has ridden the 2024 390 Duke, you might assume this motorcycle, with its shorter gearing, to be an absolute beast off the line. That isn't the case, though. In fact, it might be the calmest of the new-gen KTM 390 siblings. The shorter gearing compensates for the bigger rear wheel size and improves the low-end response.

The power delivery remains relaxed up to 4,000 rpm, after which the engine begins to show some urgency. It is only after 6,000 rpm that the engine truly wakes up and hits you with a surge of power that pushes you back, leaving you grinning ear to ear! This duality of the engine makes it quite friendly to use in the city, as you can comfortably chug along at 30 km/h in third gear. At 100 km/h and revs at 5,500 rpm in 6th gear and the motorcycle feels relaxed for cruising on the highway. The quickshifter worked flawlessly while up-shifting at high revs, but it can feel a bit clunky during downshifts.

Like on the 390 Adventure, the curved radiator with its two fans does a good job of cooling the motorcycle down. I hardly felt any noticeable heat on my legs after a hard riding session or even while being stuck in bumper-to-bumper traffic. I also liked how the traction control silently goes about its job in the background without much interference with your riding style.

Suspension and Handling

As stated earlier, the 390 Enduro R gets the same adjustable suspension hardware as the 390 Adventure. The front is adjustable for compression and rebound damping, while the rear gets rebound and preload adjustability. Like on the 390 Adventure, the suspension travel at the front and rear is 200 mm and 205 mm, respectively. That's where the similarities end. KTM has retuned the internals of the 390 Enduro R to better serve its purpose. In its softer settings, the 390 Enduro R glides through broken patches of road with the utmost sophistication. Even at stiffer settings, the suspension takes everything in its stride without an ounce of resistance.

Out in the corners, the 390 Enduro is a competent handler. While it isn't the most eager motorcycle when it comes to making quick direction changes, it holds its line quite well during cornering. Filtering through traffic does require some effort, though. There is some amount of dive under hard braking, but the suspension is quick to recover to its default position.

Off-roading with the KTM 390 Enduro R

Even with the current suspension setup, it will require an experienced off-road rider to breach the limits of this motorcycle. When the suspension bottomed out on hard jump landings, the 390 Enduro R didn't feel unsettled or rob me of confidence. The 253 mm ground clearance felt sufficient to ride over uneven rocky sections.



The only Achilles heel in the KTM 390 Enduro R's package is its weight. At 177 kg, the 390 Enduro R isn't the lightest of motorcycles, as far as enduro bikes go. For reference, the Kawasaki KLX 230 weighs just 139 kg, and being lightweight is always beneficial when riding off-road. On the move, the 390 Enduro R manages to mask its weight quite well, and the overall weight management is quite good. That being said, you are aware of the mass when tackling tricky obstacles at slow speeds or making quick directional changes at high speeds. Additionally, taller people might want to install handlebar risers for a more natural position during saddling.

The engine tuning still feels more road-biased. Power delivery remains a bit dull at low revs, followed by a sudden surge of power on revving the motorcycle, which will require getting used to. That being said, with traction control switched off in the off-road mode, the motorcycle is quite happy to slide out its tail, which makes for an engaging and fun riding experience.



Overall, when it comes to off-roading, the 390 KTM Enduro R feels better suited to someone with a certain level of experience. A beginner-level off-road rider will be more comfortable on motorcycles like the Hero Xpulse or the Kawasaki KLX 230.

Refinement & NVH

The overall refinement levels are on par with what you'd expect from a high-performance single-cylinder motorcycle. The 390 Enduro R remains vibration-free up to 4,000 rpm, post which vibrations are noticeable until 6,000 rpm. For some reason, I felt more vibrations on my left foot peg compared to the right. Unlike the 390 Adventure, KTM hasn't used any vibration-damping material on the Enduro R's handlebar for better front-end feedback. Despite that, the bar remained vibe-free, and I didn't feel any buzziness in my hands after a long day of riding. Do note that the review unit had undergone the first service before we received it for testing.

The exhaust note is typical KTM stuff, with a clattery sound at low revs making way for a brappier note at higher rpms. You can hear a few mechanical sounds during gearshifts and hard jump landings, but nothing unusual or bothersome. The dual-purpose tyres are fairly silent.

Braking

The braking setup on the 390 KTM Enduro R comprises 285 mm front and 240 mm rear discs with sintered and organic pads at the front and rear, respectively. The front disc is smaller compared to the one on the 390 Adventure, which affects the stopping power on the road. The initial feel is spongy, and you need to squeeze the lever hard before you feel the bite. The setup works much better in off-road conditions, though. The rear brake feels progressive and offers ample confidence during off-roading. I had a lot of fun sliding the motorcycle around on loose surfaces. The ABS calibration, both on-road and off-road conditions, is impressive and doesn't feel intrusive. This is also down to the grippy tyres, which don't lose traction easily.

Closing Thoughts

KTM India faced a strong online backlash during this motorcycle's initial launch for not offering the global-spec version of the 390 Enduro R. There is no denying that KTM could have offered the long-travel suspension from the get-go, especially since it is a niche motorcycle segment. That being said, even in its current form, the KTM 390 Enduro R is a capable machine and another classic example of "never judge a motorcycle by its spec sheet".

Despite having Enduro in its name, the 390 Enduro R is placed under the dual-sport section on the KTM website. That is because it shares a lot with its ADV sibling, allowing it to serve multiple purposes. With its improved low-end performance, accessible seat height, narrow dimensions and comfortable ergonomics, it is just as good in the city as it is off-road. So, if you are not much into touring, you can save about Rs. 30,000 and pick the 390 Enduro R.

[#drivingFreak]

2025 KTM 390 Enduro R Images

The 390 Enduro R features a simple yet purposeful look:


It is underpinned by the same steel trellis-frame and aluminium subframe as the 2025 390 Adventure:


The wheelbase (1470 mm) is identical to the 390 Adventure. It has a seat height of 860 mm and a ground clearance of 253 mm:


The headlamp design is inspired by the KTM 690 Enduro R motorcycle. Reflector-based LED lights provide decent illumination:


LED turn indicators are placed close to the body to avoid excessive damage in a crash:


The tail section is identical to the 390 Adventure:


The front wheel is shod with 90/90 R21 tyre, which tackles most obstacles with ease. There is some amount of effort required to turn the wheel at slow speeds, though:


You get an 18-inch wheel at the rear with a 130/80-section tyre. Wheels at both ends get a tube-type spoke setup and are built to take more abuse compared to the tubeless spoke wheels on the 390 Adventure:


Sharp tank shrouds look appealing and help add to the purposeful design of the motorcycle:


Curved radiator does a great job of cooling the motorcycle quickly. A radiator guard is recommended for better protection:


The wide aluminium handlebar is placed at a comfortable height. However, taller riders might prefer to add risers for a more natural riding stance when saddling. The round mirrors provide an excellent view:


The 390 Enduro R gets an uncluttered switchgear. The joystick is well-built and offers good feedback even when operating with gloves. The ABS shortcut key disables the ABS at both ends on long pressing:


The 4.2-inch TFT gets excellent resolution. KTM has managed to squeeze in ample options on the display, despite its smaller dimensions:


Smartly designed vents in the hand guards for better ventilation:


The single-piece seat is flatter compared to the one on the 390 Adventure. The seat base is quite wide and supportive, which is not usually the case on the enduro motorcycles:


Dials for compression and rebound damping are easily accessible. Extra screw holes behind the handlebar clamp allow you to adjust the handlebar to your liking:


Rear suspension is adjustable for rebound damping and preload. Keep a spanner and Allen key handy for the same:


It is impressive how KTM has managed to pack the exhaust under the belly yet offer healthy ground clearance:


The aluminium skid plate adds further peace of mind:


The smaller 9-litre fuel tank helps narrow the overall dimensions of the motorcycle. The paint finish on the tank and the surrounding areas feels premium:


There is a two-step adjustment for the footpeg, which is a welcome addition:


The overall sitting posture is upright. That being said, taller riders might find their lower body to be a bit cramped. Shifting between the sitting and standing positions feels seamless:


Mitas E07+ dual-purpose tyres do a fine job and provide ample grip, both on-road and off-road:

[Omkar]

Thread moved out from the Assembly Line. Thanks for sharing!

[aston_martyr]

Originally Posted by #drivingFreak

The seat base is narrow, and the cushioning is on the firmer side, but I found them to be fairly supportive over an extended period in the saddle. Touring in general should be decently comfortable on the 390 Enduro R, the only limiting factor being its small fuel tank.

Fuel Tank Capacity & Range

At 9-litre capacity, the 390 Enduro R gets a respectable size of fuel tank as far as enduro motorcycles go. For reference, the Kawasaki KLX 230 gets a 7.6-litre fuel tank. The average fuel economy hovered around 22- 23 km/l during our time with the motorcycle, so you can expect a range of 180-190 km on a single tank of fuel.

Great write up. Seeing as I am still struggling to get a test ride in Bangalore, your thoughts on the below would be appreciated.

How would you rate the Enduro as a commuter and going off on trails occasionally maybe once a month? I see some have concerns over the fuel tank range, but thats not an issue for me as I am more of a relaxed cruiser and stop every 100kms anyhow.

Right now I am using the Xpulse 200 to commute to work and some trails here and there. So I am essentially looking to replace the Xpulse with the enduro R with 50% commute and 50% highway and trails.

[maskebail]

Originally Posted by #drivingFreak

2025 KTM 390 Enduro R Images

Awesome write-up!! Looking forward for a test ride, which evidently is more difficult than getting test ride of R3.

Originally Posted by aston_martyr

...
How would you rate the Enduro as a commuter and going off on trails occasionally maybe once a month?
I see some have concerns over the fuel tank range,
...
So i am essentially looking to replace the xpulse with the enduro R with 50% commute and 50% highway and trails.

Tldr: Yes, this will work. I prebooked this bike considering the same usecase. Bangalore roads are no less than a decent trail. You need not worry about fuel tank, but tube tyre could be a concern. It's not a tourer and I am sure you know that already. Understand the bike and its limitations and I am sure we will have fun around Bangalore on this bike.

Check out Motorinc video:

https://youtu.be/A7Nqt__jLik?si=e9kY7XAfJ9rntevA