2025 KTM 390 Enduro R Review: Observations after three days of riding

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"

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.

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