My KTM 390 Adventure slid sideways on tarmac 2 km away from home.

BHPian Malliketh recently shared this with other enthusiasts.

Given anyone who comes to this thread is seeking an opinion on what to buy and at least contemplating on whether they should spend any of their hard-earned cash on gears (instead of a slightly higher budget bike), here's a case in point to make the decision easier.

Background: I am an ATGATT (as much as possible) guy. As a basic rule, in Mumbai, I wear my helmet, Viaterra full gauntlet gloves and Rynox Cypher Mesh Jacket whenever I take my bike within the city. For longer rides, a Mesh jacket is replaced by textile (Rynox Tornado) and full-length boots + pants are added. The same goes for my pillion. As a broken record, I work full-time to get all my family and friends to wear as much gear as possible (accounting for constraints such as storage at the destination. PS - top box is a god sent).

Incident: A week ago I decided to ride to work because of the Monday morning itch to get behind my ADV 390 (recently switched to CityFlo to clawback time from Mumbai traffic). In less than 2 kms from home, I was sideways on the tarmac.

Why? Oil Spill

Outcome? Gashed knee and a major impact on my shoulder muscle.

My mistakes?

I could have avoided the oil, but given the oil spill was under the shadow of the bridge, it was too late by the time I noticed it. In less than 2 seconds of my tyre touching the oil, I was sideways.

I decided to skip my Rynox Cypher Jacket because I had to carry my sweater back to the office (to beat the AC). BIG MISTAKE. If only I was wearing my jacket, I would have walked away with only a knee gash. However because my shoulder was the first point of impact (which my L2 jacket protector would have majorly absorbed otherwise), I was in immense pain with no strength or mobility left for immediate action. I was lucky no bones were broken.

I was wearing my gloves and helmet, hence the skin of my hand and wrist remained completely unharmed.

Please note this happened at <30 km/h (luckily because it happened within a few seconds of starting from a red light).

My case for ATGATT is just underlined by everything that happened. If I was at a higher speed (even 50-60 is not uncommon on the EEH), I would have been worse off.

Fellow BHPians spend that moolah and that extra bit of effort to gear up whenever possible. Indian roads are unpredictable and sometimes all you can do is minimize the impact (and not avoid it). Blame comes later, injuries come first. Hope this helps.

My dash cam cum intercom (The Safe Riding thread) came in handy. Sharing the footage to show how quickly things can go wrong.

Check out BHPian comments for more insights and information.

The 390 Enduro is expected to be powered by the same 399cc engine as the 390 Adventure.

KTM has been testing the new-gen 390 Adventure in India for some time now. But, this time, the ADV was spotted testing alongside an Enduro version.

The KTM 390 Enduro, has a different design. It features a smaller LED headlamp and a raised fender but does not have a tall windscreen. This variant also gets a flat seat and misses out on the split grab rails that can be seen on the standard 390 Adventure.

Both bikes feature an upside-down fork at the front and mono-shock suspension at the rear. They are fitted with spoked wheels with 21-inches front and 18-inches at the rear. Unlike the dual-purpose tyres offered on the Adventure, the Enduro bike is fitted with knobbly tyres.

The 390 Enduro is expected to be powered by the same 399cc liquid-cooled single-cylinder engine as the standard model. This unit puts out 45.3 BHP and 39 Nm and is paired with a 6-speed gearbox.

Source: The Fat Biker

I also feel that given that I’m optimizing for ‘fun’, I should go for a cheaper bike (300R/Duke 250) because I could just abuse it and have all the fun I want.

BHPian Pythonic recently shared this with other enthusiasts.

I own a Honda CB350 H’ness from the first lot. Have driven it for about 35,000 km. It still puts a smile on my face and is easy on the pocket, but I think it’s time to move on.

We’re spoilt for choice in the current bike market, so I’m a bit confused about what to go for. I hope forum members will sort my problem out.

What I use my bike for:

• Commutes (most days a week)
• 50-100 km rides on weekends
• Overall a good 750-1,000 km a month
• 300+ km trips at least once a quarter

Expectations:

• Must be low maintenance
• Must be reasonably pocket friendly (I don’t except a 40 BHP bike to give 35 km/l, but it mustn’t be something insane)
• Must be fun and have a character completely unlike CB350/RE 350s
• Must be comfortable for longer trips, hopefully with good luggage carrying capacity (I have shifted homes with the CB. That would be nice  but it's not a hard condition)
• On the lighter and flickable side (sorry RE)
• Budget between Rs. 3-5L

Bikes I have shortlisted:

This list might be quite eclectic and have widely different bikes, but that’s the issue I’m facing!

Upgrade:

• KTM Duke 390
• KTM Adventure 390 X
• Triumph Scrambler 400 X
• Aprilia RS 457
• Sidegrade:
• TVS RTR 310 (cruise control sounds awesome)
• CB 300R
• Duke 250

I also feel that given that I’m optimizing for ‘fun’, I should go for a cheaper bike (300R/Duke 250) because I could just abuse it and have all the fun I want. The most fun I’ve ever had on a bike was on a Platina on which I used to pop wheelies, skid around and do all the Instagram things

I’m totally confused. If you guys can help me whittle this list down to 2 bikes, I would test ride them and choose 1 or feel free to suggest some other bikes too. Please help me choose how I should spend my first promotion paycheck

Here's what BHPian drsingh had to say on the matter:

If you're looking for a bike with a different character than the two cruisers, may I suggest you look into the new Xpulse 200 4v that will be easy on the pocket to have fun with

Spares are cheap. With the rally kit, great for offroading ,trail riding.

Fuel economy is similar to the CB500

If you want to go bigger, Himalayan 450 is a great option in a similar vein.

Xpulse being lighter and more nimble than the Himalayan, makes it more chuckable on the trails.

Let us know what you end up with after the CB350

Here's what BHPian Senotrius had to say on the matter:

Since you don't have the Speed 400 in the list, my opinion would be to go for the Speed 400x. Next the adv x and lastly the 300r. But before you go for any of these, please check the ground situation at the respective ASCs. It's hard to get spare parts for the 300r. Second would be the Triumph. I'm waiting for the Speed 400 lower engine guards since 2 months. I want to say go for the 300r as it's the lightest, quickest, most reliable of the lot, but in case of a fall the parts are hard to come by.

Here's what BHPian kedar3223 had to say on the matter:

The Duke 250 is very underrated motorcycle. With the new frame, suspension, increased gc and quickshifter, it's a really responsive and do it all bike while being decently comfy. The engine has a nice duality, wherein it can do calm as well as top end rush post 6k rpm. It might not be as punchy as the triumph 400 lower down, but has a better spread and way better top end behaviour. KTM service is one of the better ones in this segment and spares too are reasonable. If you're ok with the space, it would be my choice.

Here's what BHPian doomketu had to say on the matter:

I use the TVS RTR 310 for my daily commutes, and it puts a smile on my face each time i ride it in the city. Its flickable and light. I ride in a sane manner and get 35 - 36 on good days and about 28 on bumper to bumper traffic days. RTR has some benefits but buying just for cruise control(CC) might not be the right thing. CC is good ,i used it for a bit, but what really shines in this bike is the throttle response and the quick shifter . Combine that with ease of crawling in traffic , what TVS calls GTT , its easy to ride.
For open roads , it does its job really well and can quickly climb into 3 digit territory and be planted. In the Low end you have vibrations on the Foot pegs and tank with some being felt at the handlebar as well, coming from your Honda, you will see a night and day difference.

Coming to the highway aspect, i am not sure this bike might help you on those long rides. Seat is a bit on harder side , but the back support of pillion helps keep back ache at bay ( i am 6 ft +). The upright leaning stance is nice, but at highway speeds the bike may no be able to comfortably take you on highway trips, windblast might accelerate the onset of fatigue. I rode it on a particularly windy day till the airport ( 50 km one way ) and return, and i was not very confident ( maybe its a skill issue for me. i know people have toured ladakh on a RC390 no less, but those folks are made of stronger substance than i)

Here's what BHPian amiya.c had to say on the matter:

I am too in the same boat and have booked the Aprilia RS457. Actually I got bored of the way CB350 delivers power, it is ok for city rides but on highways I do not find it engaging and at the end of the day I find it unexciting. So if you are in the same boat and looking for excitement then go with something above 40bhp. I almost decided to go for RE continental GT 650, chose it over Interceptor because of its engaging riding stance, but again I wanted two different categories of bikes in my garage so cancelled it. I would suggest you to keep the CB350 for city and choose something that is exciting on highways and does not get heated up in the city rides easily. I upgraded from R15 V3 BS6 but later realized that it was more exciting than this CB350 but that again came with the cost of tiring riding stance.

Read BHPian comments for more insights and information.

We encountered heavy traffic at multiple places but there was this guy in a Toyota Corolla who just refused to let us pass.

BHPian maverick029 recently shared this with other enthusiasts.

Inception

Circa 2017, Routes mapped, Vacation Planned, Heart-Pounding, Excited to travel but Chickened out of a Solo Trip to Rajasthan from Pune.

That's how this story started, It had been a dream of mine to ride from Pune to Rajasthan for a few years now and yet a bike without ABS and my apprehension about travelling solo meant I had to park the idea for the time being. Life moved on and this idea would eventually raise its head again in 2023 when the missus decided we had to visit Rajasthan again in Dec-23. Little bit of convincing and it was decided this one would be a road trip.

Routes

I had already travelled tiil Vapi and was aware of the route so we decided to take NH48 towards Rajasthan via Gujrat Instead of the Indore route.

Pune to Vadodara - Approx. 530 KMs

Pune > Lonavala > Panvel > Thane Bypass > Vasai Creek > Vapi > Navsari > Bharuch > Vadodara

Vadodara to Udaipur - Approx. 330 KMs

Vadodara > Halol > Godhra > Modassa > Kherwara > Udaipur

Udaipur to Jodhpur - Approx. 265 KMs

Udaipur > Nathdwara > Deogarh > Jadan > Jodhpur

Jodhpur to Vadodara - Approx. 561 KMs

Jodhpor > Pali > Sirohi > Abu Road > Palanpur > Mehsana > Ahmedabad > Vadoara

Vadodara to Pune - Approx. 530KMs

Vadodara > Bharuch > Navsari > Vapi > Vasai Creek > Thane Bypass > Panvel > Lonavala > Pune

Preparation

Old Riding Gears made way for new upgrades and the bike got a few accessories like GPS Mount, Mobile Mount, Saddle Stay etc. Full list of all items is mentioned below along with a summary of my experience with the item.

• JB Racing Saddle stay (Purchased from bandidos for 2300 INR) (Awesome buy fits well and keeps saddle steady. Not one rattle in 2.5K KMS tour and not to forget cheap.)
• Bikers Billet GPS Mount - 800 INR (Good thing about this is I did not have to remove the cover for GPS mount on the bike, it fits using the side screws and looks good.)
• BOBO Mobile Holder - 2K INR (Well cushioned and waterproof, touch capable)
• Zana Backrest - 1300 INR (Horrible, I will cover that later in the blog)
• Liqui Moly Street Race 15W50 (Used it based on past experience but did not hold well during the ride.)
• KTM OEM Sintered Front Brake pads - 2.6K INR (Marvellous, improved braking performance 200 times over, I could pretty much utilize the absolute max of the brakes.)
• Raida Airwave Gloves 2 Pairs - 3.3K INR Each (Comfortable after breaking-in, has Knox armour on palms so that's a plus.)
• LS2 Storm II Helmet 1 Full Face (Size M) + 1 Convertible(Size L) - 25K INR Approx. (Perfect fit, Hate that it comes without D-Rings, Integrated Goggles. Overall Good)
• Raida Knee Guard - 3K INR (Good Mobility but you have to fix it pretty snugly for them not to slip)
• Raida Riding Pants - 7K INR (Great, CE2 Protection, Rubber coating on the bum end so you don't slip.)
• Raida Rover Riding Boots - 6K iNR (Found them good, decent mobility after breaking-in)
• Saddle Bag Purchased from Amazon - 2.5K INR (The brand is not on Amazon anymore and I have forgotten the name. Decent pair have held on nice for 2 years now without any issues.)
• Trek n Ride Empoacher - 1.5K for a Pair (Amazing, I mounted them on engine guard and they performed well. Increased my carrying capacity by 16-20 litres.)

We already had CE2 riding jackets from Solace(F) and Scala(M) purchased for 11K and 13K INR Approx. and they are great jackets.

Hotels we stayed at are mentioned below, I will also add our review later in the post.

• Sayaji, Vadodara
• The Chronicles Hotel, Udaipur
• Ratan Vilas, Jodhpur
• Hyatt Place, Vadodara

The First Leg (Pune - Vadodara/22-12-23)

We commenced our journey around 8 AM, and by 9:15 AM, we were passing through Lonavala. We took a mandatory tea break and encountered heavy traffic on Lonavala's narrow roads. I made a navigating mistake near the section where bikes have to go on the expressway and kind of circled back to Khandala. Corrected the course and pushed on towards Panvel on this beauty.

We passed through Panvel and opted for the Thane Bypass en route to Vasai Creek. The roads were in good condition this time, not too heavy traffic, we managed to make decent progress. Midway, the rising temperatures prompted us to take a break near Vasai Creek especially since we were wearing riding thermals. Decided to refuel the bike and ourselves at the Shell Petrol pump on the Eastern Express highway. Combination of Cheese Maggi and Amul Buttermilk recharged us both and the clean & hygienic washrooms were a plus. We stopped there for about an hour and then off we went.

Crossing Vasai Creek, I was expecting the road to get better compared to what we had encountered so far, however, I would soon be proven wrong. The roads beyond Vasai Creek had numerous patchwork done which resulted in the roads being anything but smooth, Also the amount of traffic confused me whether this was a highway or a normal road. One observation worth noting which surprised me as well was Heavy Vehicles running on the Middle lane and keeping the fast lane free of clutter, Some even gave way to us. Was surprised by the lane discipline for this leg of the journey.

By around 4 PM in the evening, we were nearing Surat, completely unaware of the challenges awaiting us. Google Maps shifted to orange and then to red. Despite maintaining a speed of 95+ KMPH after Vasai Creek to compensate for any time lost, the ETA remained stone-cold at 3.5 hours after Surat. The stretch from Surat to Vadodara felt like riding in a video game, Constant manoeuvring between all three available lanes (with due caution and following traffic rules always). Any slowdown would result in tailing vehicle flashing the pass lights. It was especially bad after daylight faded, KTM 390 ADV headlamps (white LED) were useless on the highway at night making it difficult to ride in the dark. After this debacle, we reached Hotel Sayaji by 8:45 PM. While I was in decent shape my S/O was completely drained, the day ended with us enjoying a great dinner buffet and then falling asleep.

The next day we visited Laxmi Vilas palace and Maharaja Fateh Singh Museum, the Palace was marvellous and we were in awe of the luxury kings would have lived in. Pictures were not allowed inside both the palace and museum so could only capture the beautiful exterior.

There was a wedding being organized in the palace during our visit, the costs I guess would be mind-numbing.

After visiting both the palace and museum we returned to Sayaji and rested for the remaining day. Our Stay in Sayaji was pretty good, the rooms were clean and the staff (Except reception) was very helpful and prompt.

The Second Leg (Vadodara - Udaipur / 24-12-23)

Started out early morning 7:00 AM from Vadodara towards Udaipur, The roads on the Halol Godhra route were pretty nice even if there were only 2 lanes. Traffic was minimal and the highlight was the Narmada canal along the way. We travelled parallel to Narmada canal for about 30-40 KMs and it was one of the most pleasant parts of the journey.

Once in Rajasthan, we primarily traveled on NH48 (Golden Quadrilateral) and were impressed by the excellent road quality that inspired enough confidence to maintain triple digits Unfortunately, my action camera's battery died, putting a stop to further recordings. In Udaipur, the city traffic was in sharp contrast with the highways, dissuading me from riding for the duration of my stay.

Our stay at The Chronicles Hotel was pleasant, the food and staff were great and the Rooftop Dinner on Christmas Eve in chilly weather set to mood for the evening. Highlights of our visit included Udaipur Palace, Bagore Ki Haveli, Hathi Pol Market, Gangor Ghat, Saheliyon ki Bari, and Sajjangarh Palace, with Bagore ki Haveli and Sajjangarh Palace, leaving lasting impressions. The climb to Sajjangarh Palace was both breathtaking and a bit unnerving.

Recommended dining spots include Raaj Baag Restaurant near Fatehsingh Lake and Cafe Edelweiss beside Bagore ki Haveli, both offering excellent food and scenic views.

Below are some pictures from our visits.

City Palace

View from Gangor Ghar

Lake view from Raaj Baag Restaurant

Atop Karni Mata mandir PS. Use the cable car and you won't be disappointed

The Valiant Maharana Pratap

The Third Leg (Udaipur - Jodhpur / 28-12-23):

We hit the road from our hotel at around 8 AM, making sure my trusty KTM, Pochita, was topped up with fuel. Google Maps decided to take us on a detour through village roads and through the heart of Kumbhalgarh Wildlife Sanctuary, Manoeuvring through quaint villages and sharing the road with some curious wildlife, we eventually found ourselves in Pali, where a straightforward stretch of road led us to Jodhpur. Upon our arrival at Ratan Vilas, we were pleasantly surprised by the warm hospitality.

The hotel manager gave us a rundown of the place, including its rich history and the ongoing Polo tournament in Jodhpur. We decided to check out the tournament, and boy, were we in for a thrilling experience. After a day well spent, we returned to the hotel to unwind with some local music, a chilly evening breeze, and a delightful surprise anniversary cake. The following morning, we explored the Mehrangarh fort and treated ourselves to some delicious local cuisine (Gatte ki Sabzi and Kair Sangri) at the fort's restaurant.

The Return Leg 1 (Jodhpur - Vadodara / 30-12-23):

We set out at 8 AM on the Pali route, enjoying smooth roads and minimal traffic until the Rajasthan-Gujarat border. After lunch a few kilometers into Gujarat, our progress slowed considerably due to the narrow highways and traffic. Notable events included Zana Backrest breaking off near Mehsana and frustration due to the Hyatt Place staff's handling of guests on motorcycles. They wanted me to walk up 3 flights of stairs with 30 KGs plus of gear and luggage after riding for approx 600 KMs. After complaints, our luggage was picked up and delivered to our room after having been rummaged through in the name of a security check. We did not have enough energy in us to give them a piece of our minds and dozed off after some light dinner.

The Return Leg 2(Vadodara - Pune / 01-01-24):

After starting the last leg, we were curious why so many trucks were lying stationary and lining up the highway. Soon we found out it was due to truckers' protest. A good 20-odd KMs were traversed off the tarmac and on sidewalks sometimes. Met a guy in a Toyota Corolla who refused to let us pass (he just had to move enough to open the sidewalk side of the road and he had enough space on the right side). Deboarded my Wife and circumnavigated his particular car and continued towards our destination. Heavy traffic near Vasai Creek delayed us quite a bit and we crossed Mumbai at approx 6 PM and reached home about 8:30 PM.

Looking back we are really glad that this trip was incident and heart-in-mouth moment-free. I could not have completed this trip without 3 essentials (1. My S/O, 2. My KTM 390 ADV, 3. My Colleague's catchy advice "Jinko Jaldi thi wo chale gaye").

Check out BHPian comments for more insights and information.

After riding it for a day, I felt I dwarfed my Yamaha FZ 25 or even a friend’s Suzuki V-Strom 250. This motorcycle is that good.

BHPian SiLxNcE recently shared this with other enthusiasts.

As a follow-up to my previous query on being on the fence about upgrading from an FZ25 to the current 390 ADV, let me tell you my experience and answer your queries along with it from what I felt.

I rented the ADV 390X on a weekend in Bangalore and took it to Nandi Hills and back in full riding gear to simulate touring. It’s a 150kms circuit that contains crazy city traffic, some stretches of open highways, ghats and hairpins. So, it’s a great way to take a bike through all its paces. And then I returned the bike on a Monday morning in jam-packed traffic.

Let me start with the positives:

• Very good and comfortable seating posture. After riding it for a day, I felt I dwarfed my FZ25 or even a friend’s V-Strom 250. The 390 ADV is that good. I would like to believe it would be supremely comfortable (only from a seating POV, more on that later)
• Unmatched handling in ghats. Very composed body balance. The bike is so eager to lean in and exit fast from corners. It indeed feels like a slightly taller corner carving Duke.
• Very very powerful acceleration. The surge after 5k RPM is real. It’s almost superbike-like. It can overwhelm you, scare you and make you grin every time you whack open that throttle if you aren’t used to it.
• The tyres felt good on the X, in contrast to popular opinion. Didn’t feel it losing grip on hard acceleration. The bike was at 10k on the odo on stock tyres.
• Great highway presence. Looks like a fighter jet flying low. Attention seeking. A guy came up to me and said “Dude, you have a fancy ride” before noticing it was a rental. A kid came and asked me to do a wheelie. The bike was bright orange too.

Now the things I didn’t like much:

• The buzz is also real. It’s terribly buzzy throughout the rev range. Does get somewhat smooth at the top end, but if you are coming from a Japanese, I think it will take some time to get used to it. For comparisons, I had a VStrom along with me to the Nandi Hills run, and when I switched to that bike from the 390, it instantly felt like I was now a spectator to the road and the scenery and going ahead rather than riding something. Both were at speeds of around 100kmph. I do understand the ADV will be more fun to ride, but after a long day of touring, maybe it’s the VStrom you’d rather want to be on. Day-night difference easily. Stopping after 60kms for breakfast felt like stopping after 200kms on the ADV. The tingly feeling on the fingers and foot never left.
• The bike is not meant for the city traffic. Of course, you can ride it if it’s your only bike. But the bike itself is not comfortable. It gets terribly hot with bad heat management to the point you would need good denim to at least feel it less. No stalling issues whatsoever. I think that’s fixed fully now. But it’s very annoying to ride in stop-go traffic until you find the workaround, which is you actively start to look for gaps in traffic, and point and shoot this thing, keeping it in powerband. That way it’s very eager and enjoyable too. But sedately running it is out of the question (at least comfortably).
• The suspension is not that good. At least on the X. Have heard it's stiffer on the STD. The Rally version, which I test-rode once for 5kms is much much better. The rear is super stiffly sprung. The front is alright but can’t hold a candle to the new Himalayan.
• Very unforgiving w.r.t. gear changes. You can’t ride it in 1 higher gear without the front end rattling a little and asking you to shift down. (Yes, this bike has a downshift indicator in this way, haha). This in turn eats more fuel. Bottom line: keep it in the powerband.
• City mileage is abysmal. Over 200kms of all conditions, it ate through 8L of fuel. This is measured from Reserve-Reserve method. I filled in 8L when I took it. It was in reserve. A km before returning, it went to the reserve again. Highway mileage is good if ridden sanely. I could see the Fuel Range keeping on increasing as I was cruising around 90 – 100.
• The exhaust note. I didn’t like it at all. It makes a weird grrrrr sound when it starts pulling hard. At the low end, it sounds unrefined, which it is. The exhaust note is not what you would typically call sweet. Rather it’s something that might start annoying you after a long day. My FZ25 sound much better in comparison.

Things I couldn’t check:

• High-speed runs. There was a speed cap of 110 on the rental bike and had a penalty of Rs500/- every time its exceeded. So, didn’t push it.
• Accessorized ride. Crash guards etc. The rental was bone stock. And the ADV has a lot of NVH. So, I am assuming it will buzz more with aftermarket accessories.
• Extra features of the STD, like the Quick shifter, TC, Cornering-ABS, TFT display. Have heard the quick shifter is a little jittery and doesn’t work always as expected, Never felt the need for TC, but had a very short stint with the STD too, and felt the 390X accelerates better. But this needs more testing to conclude. Cornering ABS would be a good safety feature to have. The TFT display, is well, good of course, and gives a rich ownership feel but the one on the X was also alright with all info available at once.

Conclusion:

It’s a very dual-character bike. One side is very unamusing. Chugs along unhappily and angrily. The other side is very appealing. Always eager to run. But in both cases, it buzzes. It doesn’t make you a comfortable spectator of the road (I think it’s important from a touring POV), instead it seeks your attention and wants you to ride it hard. Every time I got off it and looked at it I felt happy, but am not sure if that compensates for the rough ride it has.

I wanted to upgrade to this and had very high hopes but killed most of it after riding it for 2 days. Now, I am not sure anymore about my use case of planning to use it as my only bike for everything. I will wait for the next-gen and see how it is. (Have ridden the Duke 390 gen 3 and the low-end is improved, still buzzy though) or I will try to convince myself to believe that the Honda NX500 is really worth it.

But for what it is, its tremendous value for money, and the X makes a better case as it's much cheaper than the STD, and you don’t miss out on much, get the best color scheme (the liquid metal-ish black) and is compatible with the Rally suspension to upgrade to later.

Check out BHPian comments for more insights and information.

I can afford to run a machine that gives above 20kmpl, is priced under 4.5L (don't want to finance the purchase) and should be serviced under 10k per year on an average.

BHPian kedar3223 recently shared this with other enthusiasts.

A short background - I've been riding 2 wheelers for around a decade now. I currently ride a 150cc commuter that does the duty as my ride to office (about 50kms to and fro, on narrow countryside roads) and doubles up as my weekend warrior. Apart from the daily commute, my bike sees monsoon rides to waterfalls (with some last mile trails), weekend hangouts on the outskirts and a few (3-4 per year) 1000-1500km tours spread over 4 5 days.

Need for upgrade - my current bike is close to a decade old. It has been a great companion but I have outgrown it in terms of my capabilities with what's on offer. The bike continues to be fuss free for my commutes but is found lacking during the tours and joy rides. It's time for an upgrade/2nd bike.

About me - I'm 170cm tall, around 65kg. I would term myself as a enthusiastic but defensive rider. I value a bike that has good suspension, braking and something that can do 7/10 8/10 of its performance limit all day long. I find myself doing highway cruise at around 100-120kmph and sparsely populated village roads at 70 kmph. Off roading for me takes a lot of concentration and I'm usually borderline scared.

Limitations - Tall motorcycles are a bit difficult for me to handle in parking/tricky off-road/bumper to bumper traffic scenarios. Never really got an opportunity to ride a tall bike for extended amount of time and scenarios to see if I'm able to adjust myself. This has resulted in me not wanting to get a tall bike for daily commutes.

Financial situation - I can afford to run a machine that gives above 20kmpl, is priced under 4.5L (don't want to finance the purchase) and should be serviced under 10k per year on an average. Time wise, I would prefer annual or bi annual service schedules (I would be doing around 1300-1500kms a month)

What I would love to do motorcycling wise in the near future:

• Tour in relatively more comfort and with better safety.
• Learn a bit of off-road riding techniques.
• Tour/commute with a significant other in a year or so.

Bikes I've test ridden/are being considered:

Naked/roadsters

1. Ktm Duke 250.
2. Ktm Duke 390.
3. Triumph Speed 400.
4. Upcoming RE roadster 450

Scrambler / ADV

1. Ktm adventure x/std.
2. 2025 adventure 390.
3. Triumph scrambler 400x
4. RE Himalayan 450
5. Xpulse 200 4v.

I have a few permutations that I can go for:

1. Keep my 150cc as my commuter and get a tall ADV/scrambler bike to learn/tour. If it works awesome, else I would have to take a hit and sell off the bike.
2. Keep my 150cc as commuter and hone my skills on a xpulse 200 4v. Upgrade to a single bike after 2 years as per the outcome. Though this seems logical, it also means that I'm stuck with low powered machines for a long time.
3. Sell my bike, buy a naked/roadster (Duke 390) and be done with it. Keep the thinking to another day.
4. Sell my bike, buy a naked/roadster (Duke 250/speed 400) under 3L and get a used xpulse/411 to learn off road riding.
5. Sell my bike, buy a naked/roadster (Duke 250/390/speed) and get 2nd ADV / scrambler a few years later if need be. Not sure if the off road 'keeda' will survive till then.

My impressions of the bikes:

• KTM Duke 250- lovely machine, constant and minute buzz but no harshness. Chassis, brakes and tires were excellent. Suspension was firm but pliant, crashing only on sharpest of bumps. Loved the size and where my head is placed relative to the front of the bike. Excellent quick shifter. A little lacking while climbing slopes when in a gear too high. Cruises well at 100-110, 120 too is nice and smooth but the engine note makes it presence felt.
• KTM Duke 390- very buzzy at lower rpms. Did not like the asthmatic sort of sensation around 3-4k rpm before it wakes up. Mad, ballistic and superlative beyond that. Goes like a sting, cruises effortlessly till 130(max i dared check). Suspension adjustability had a good range. Not a fan of the color scheme mostly the orange wheels(can live with it though). Quickshifter didn't work smoothly the first time and had failed completely on the latest test ride. Is this a know issue?
• Triumph Speed 400- felt similar to d250 only faster and way more torquey. The d250 had constant mild buzz but the speed is buttery smooth at low/mid revs but felt harsh at higher revs. Loved the heft and build finish. Looks classy but a little meh, but I guess it would age the best. Missed the quickshifter.
• Upcoming RE roadster 450- unknown

Scrambler/ADV

• Ktm adventure x/std- tall, I'm on my tippy toes. Engine woke up only after 5k rpm. Quickshifter was not working well. Loved the riding stance and space. I guess it's a no brainer for 2 up touring. Plus point is the light weight. But then given that the Duke's have just 1.5cm less gc and 2cm less suspension travel, this didn't feel like a sensible choice.
• 2025 Adventure 390- expecting great things from this after tasting the d390.
• Triumph Scrambler 400x- I'm on the balls of my feet. A speed that felt little cumbersome but more rugged. Great riding stance and presence. This felt like the most well rounded single bike to own. But then again, given that the GC and suspension travel is similar to the Duke's, not sure if the compromise is worth the supposed gain in off road ability.
• RE Himalayan 450- leaning tower of Pisa. Was a shocker when I tried to nonchalantly lift the bike off the side stand. Didn't get a good enough test ride to form an opinion. Engine felt very KTMish but would get above the 4th gear during the test ride.
• Xpulse 200 4v- felt like I could learn a thing or 2 on this. Great suspension, if not for the tube tire would have been my choice of commuter as well.

Queries:

• For someone who likes to keep his bike/car for long, does it make sense to compromise on getting the best available naked/roadster(outright equipment and performance-duke390) to get a slightly compromised but equally capable bike (Duke 250/speed400) to accommodate a used xpulse within the budget?
• Considering touring, what kind of difference can I expect between a 400cc naked/street naked vs an ADV / scrambler? Can street bikes be accessories with windshield and luggage racks to make them equally capable?
• Most importantly, am I fantasising off road riding and advs? Is the 2cm extra gc on scrambler/current adv390 worth the hassle? Only the xpulse and Himalayan have 200+ gc with the xpulse being manageable. The Himalayan with the stock seat felt very top heavy. Not sure how much mud bashing I would do on a 4L 200kg machine.
• As per current test rides, I love the way the 250 duke and speed 400 felt over the Duke 390. It was mostly to do with the low end fueling. Is this due to my lack of experience? Going by popular mantra, will I outgrow these linearly performing bikes and yearn for a duke 390 a year or two down the line?
• Anyone who's ridden the Duke 250, Duke 390 and Speed 400 extensively, what's your take?

Here's what BHPian ajay0612 had to say on the matter:

As an all rounder bike, my suggestion would be Speed 400 or 400x (it should not feel too tall to you).

As they cost less than KTMs and are not as edgy, they will age well and you can spend the savings on quality accessories (tail rack, top box, fly screen, tank bag, rechargeable pump, paddock stand, etc.) and safety equipment.
It does most things what KTM 390 can do, but in a tad mellower and relaxed manner. Why spend more on a depreciating asset?

Personally I own Speed 400 and enjoying every moment with it.

Here's what BHPian shancz had to say on the matter:

The 250 Duke is an outlier, a Duke unlike the Duke. KTM should disown it and paint it black  On a serious note its an excellent motorcycle across.

With recent updates I would either go with the 400X or the 250 Duke as a single bike garage. Check MotorInc's YouTube channel for related videos.

Here's what BHPian Harikrishnan_13 had to say on the matter:

There is always a great bike being launched in the next quarter. So I would recommend not waiting for the purchase but going in with what is available in the market. The only exception to this is when we KNOW for a fact that something great is being launched at our price point within one or two months.

With your criteria I would recommend a test ride of the Himalayan 450. Duke 250 is a sweet bike but 390 as it stands is really aggressive and may not make a great commuter. Speed400 and scrambler 400 are both brilliant fit and finish wise and would also be good city bikes.

Lastly, I would always recommend single bike ownership instead of multiple bikes unless you are having a litre class or atleast a 650+ cc bike since they make rather poor commuters. Simple reason is the cost of ownership (insurance, service cost, parts cost all double) and the fact that most of us don't put too many miles on our odo even with a single bike, so splitting them between two machines doesn't really make much sense.

Here's what BHPian pv5 had to say on the matter:

As for the vibrations in speed 400, may be others can vouch for it as well, it melts away beyond 120, may be it is the wind etc. YMMV. It makes for a great 80-100 bike, with enough juice in 6th gear to make a spritely overtakes at 120/130.

Its a great package for daily commute and weekend breakfast rides or for doing a night ride on bypass roads & outer ring roads.

Since you are looking for some oomph factor & also there is enough bandwidth w.r.t. pricing, why not look at a few exotic twin cylinders(Kawasaki, Yamaha & Aprilia) and then take a call? You can go for used if you are very keen on the number or save up in the next few months and buy the bike you really enjoy.

As many will attest, the anticipation & delayed gratification is one of the best feeling you can get & will make you enjoy the bike even more.

Read BHPian comments for more insights and information.

Initially, I tried the mirrors from the Bajaj Avenger. They were wide but not tall enough.

BHPian maverick029 recently shared this with other enthusiasts.

How I upgraded my KTM 390 ADV mirrors for INR 250

I purchased my KTM 390 ADV in May 2022, and my first complaint with the bike was the abysmal rear-view mirrors (RVMs). While the stalks are tall and wide enough, the mirror area is sadly lacking and tapered upwards, leading to lacklustre visibility.

To address this, I initially tried using the RVMs from the Avenger, which were wide but not tall enough. Consequently, my shoulder ended up occupying a significant portion of the mirrors, and the aftermarket solutions were too costly to explore and Mirror Extenders I find useless.

With my Pune - Rajasthan Trip on the horizon I decided to go the DIY route which involved using P150/NS200 Mirrors on KTM Stalks. Below are some pictures of the DIY Modification.

Mirror removed from Stalk.

P150 Stalk and Duke mirror after disassembling

View from the DIY Solution

Near Narmada Canal on the way to Udaipur

• Total Cost: INR 250
• Time Taken: 15 Mins

Issues Faced

I have now completed my Rajasthan Trip and the mirrors offered a great view but were hanging a little loose due to endless bumps during the trip. This was easy to fix by using Screws from P150 Mirrors rather than KTM ADV ones as I had earlier used.

Here's what BHPian ebonho had to say about the matter:

How does the ball end if the stalk comes out of the socket in the mirror? Force (pull out / push back in)?

Here's what BHPian sathasb had to say about the matter:

Looks good. I am using Apache mirrors with stock stems, but it needs more time to fix. Because the mounting bracket and ball are different in size, it took more time.

Check out BHPian comments for more insights and information.

The weight is easier to manage than the older Himalayan 411, but not as easy as the KTM ADV.

BHPian PreethamNag recently shared this with other enthusiasts.

So finally got a chance to ride the new 450 Himalayan over a small dirt patch with an incline and some small boulders as well as tarmac.

A brief summary of my impressions being an Adventure 390 owner with around 15,000 on the odo. Have also ridden the old Himalayan in the mountains for about 4000-5000 kms.

1. The size of the bike is larger than 390, especially the wheelbase it looks very long
2. The tank looks better than it looks in photos, fit and finish are better than older Himalayan
3. Thought the front headlight mounting portion of ADV 390 was ugly Himalayan beats it, too messy with many brackets etc
4. Accessible seat and comfortable to sit but I kept sliding towards the tank while riding
5. The handlebar looks wide but it isn't, at least compared to ADV 390
6. Sitting posture with the stock handlebar made my elbows straight not the wide open elbow position that's comfortable for long haul (height 174cm for reference). But I could saddle with great confidence in-stock position, gripping the tank was a bit cumbersome though
7. Once on the bike, the weight is easier to manage than the older Himalayan but not as easy as the KTM ADV
8. Weight is felt at low speeds and roundabouts the long wheelbase doesn't help here
9. At idle and while moving engine is smooth and refined
10. As mentioned by a few now end torque isn't as great as the previous Himalayan but feels better than the KTM Adv 390, felt it more due to gearing than the engine itself making more torque at low rpm. Why I think so is that the rpm was at 3000 when the bike got to move a bit and 4000 is where the actual torque was felt a bit almost in the same territory as the KTM. But the bike can be ridden at 25 ish km/h in 3rd gear without complaints but it won't accelerate immediately given some juice. If I try the same with adv it rattles and stalls.
11. The linear torque masks the speeds I was doing 80+ in 3rd without noticing. But this also masks the excitement and pull that ADV gives at high engine speeds
12. The best part SUSPENSION just soaks everything and doesn't squat or dive like the BMW GS does. I have modified my ADV's rear suspension (mentioned in another thread) and rode both back to back offroad while the rear of ADV felt comparable, the front end was bad. It was transferring all impact to me felt this first time as I rode it after the Himalayan. Need to find a fix
13. While the wheelbase looks large it doesn't hamper cornering or turning, it's better than old Himalayan but not as sharp as the ADV
14. Overall very impressed, if the front end is cleaned up by removing the metal brackets it's a good looker too. The brake pedal was hot after some time think that's one thing to be looked into.

Check out BHPian comments for more insights and information.

It also improved the fuel efficiency. I started getting 28+ km/l even when cruising above 100 km/h.

BHPian siddhant recently shared this with other enthusiasts.

My bike is 6 months old and has already run 12,500 kms. For comparison, I rode my CBR 27,000 kms (only?) in 3.5 years! Yeah, I think that's a lot of riding, at least for me! At this rate, I might even break rb2399's record of 75k in 3 years!

Major trips that drove up the ODO:

• 4000 km solo Uttarakhand (mostly Kumaon region) trip from Bhubaneshwar in October.
• 2500 km Bhubaneshwar-Hyderabad-Bhubaneshwar trip in November.
• 1200 km Bhubaneshwar-Hyderabad trip in December. I started working from office.

I did a full tank refill every time. However, I have not fed all the service costs in this app.

Highlight of the year for me: Himalayas in the background

After much deliberation, got myself a set of Carbon Racing saddle stays and a Viaterra Condor Solo which goes quite well with my Dirtsack Max 30

My review of ProSpec Easy Cruz

During my Uttarakhand ride, I used a throttle assist that clips around the throttle but that broke after just 2 rides since I used to take it out in the city. I got the Easy Cruz recently and used it in my recent Bhubaneshwar-Hyderabad ride. I think I used it about 40% of the time and that is plenty of rest for your right hand on 10+ hour rides. First day - I did 640 kms to Rajamundhry and there was absolutely ZERO fatigue with respect to my right hand/wrist.

Fitting it is quite easy. Just unscrew the RH bar end and plug in the Easy Cruz as a replacement for the OEM spacer that sits between the throttle handle and bar-end weight. How to operate? Basically, as you turn the device in the same direction as opening the throttle, you start to tighten it and it begins locking the throttle gradually. The more you tighten it, the harder it locks the throttle. And, on closing the throttle, the lock is released.

Left - not locking the throttle, Right - locking the throttle. See how it moves a little bit to the left and grabs on!

I didn't really need to tighten it a whole lot to lock it. Just 1 or 2 twists and that was usually sufficient to lock it at a certain speed. After it's locked, opening the throttle more would get harder (depending on how much you tightened it) as the lock creates resistance to opening the throttle. But, I found it quite easy to open/close the throttle a tiny bit - say just about enough to get your cruise speed up from 100 kmph to 110 kmph on a flat highway. A thing to note is that on closing the throttle, the device's hold on the throttle also loosens a fair bit making it easier to operate the throttle normally (although it won't be as free as stock).

Left: Normal hand position

Center: hand on top of device and when I open the throttle, the device also tightens a bit

Right: alternative way of tightening on-the-go (used the most, easy to get used to after a while)

Also, as fate would have it, I got to test this device in a panic situation when a dog jumped onto the road and I had the speed locked at around 90 or 95 kmph. I was mentally prepared to roll off the throttle, had my hand in that position and was able to brake sufficiently in time. However, instincts kicked in and since I was still getting used to this, I applied the brakes even when I hadn't completely rolled off the throttle (throttle was still open about 5% maybe). Fortunately, I was able to slow down in time. It's important to practice on completely open roads for 20-30 kms before locking in at higher speeds.

It also improved the FE and made me realize how much I wring the throttle. I started getting 28+ kmpl (tankful basis) even when cruising above 100 kmph. Without EasyCruz, the most I'd get is 27 kmpl at similar speeds. Overall, I'd say it's a good option although a bit pricey!

Check out BHPian comments for more insights and information.

The next-gen KTM 390 Adventure will be powered by the 399cc engine from the 390 Duke.

The next-generation KTM 390 Adventure has been spotted testing in India. The Himalayan 450 rival was seen near the brand’s Chakan factory.

The upcoming KTM 390 Adventure carries forward the off-road-focused design with a raised front fender, wide handlebars and a narrow tail section. The new model gets a redesigned front fascia featuring stacked projector headlights with horseshoe-shaped LED daytime running lights around it.

The KTM 390 Adventure will be based on a new chassis suspended by USD telescopic forks up front and a monoshock at the rear. The bike will be powered by the 399cc, liquid-cooled, single-cylinder engine from the 390 Duke. This unit produces 45 BHP and 40 Nm and will be mated to a 6-speed gearbox.

In terms of features, the new 390 Adventure is likely to get a digital instrument console with smartphone connectivity, riding modes, ABS, traction control and a quickshifter; among others.

Source: @abhinavbhatt19