KTM 390 Adventure 2020
Sitting between the road 390 Duke and the enduro 350 EXC-F, the 2022 KTM 390 Adventure is a fun and extremely versatile bike. Following the success of the 790 Adventure, KTM is making a foray into the small-midsize market - and the new 390 Adventure is perhaps the most attractive of the entire Adventure line. For beginners, of course. However, an experienced rider will also have something new to learn about a small cubic capacity and its great capabilities.
Purpose
Although the 2022 KTM 390 Adventure is suitable for off-road riding, it is at its best on the road - paved or unpaved. It is worth remembering that this is not the R version. The KTM 390 Adventure is equipped with 19/17-inch cast aluminum wheels shod with Continental TKC 70 road tires. Both suspension travel is approximately 17 cm, and the curb weight is 172 kg. This is a bike that's great on-road and capable off-road. And yet - this is a tourenduro, or adventure, or crossover - in a word, not an enduro or even a dual-purpose motorcycle.
Engine KTM 390 Adventure
The KTM 390 Adventure is powered by the same torquey single-cylinder engine found in the 390 Duke and RC 390. It's a short-stroke DOHC engine with electronic throttle, torque-shifting, and a redline of 10,000 rpm. The thrust increases extremely smoothly and without any steps or dips. Thanks to this, the engine is both completely controllable off-road and behaves well on asphalt. The six-speed transmission is complemented by a light-squeeze slipper clutch, and our example was also equipped with a bi-directional quickshifter - an option from the KTM PowerParts catalog.
Engine KTM 390 Adventure
KTM 890 Adventure R 2022
The previous version, the KTM 790 Adventure R, was impressively good at the press tests that I was lucky enough to attend. And now I got the 890th version for a test drive, and pretty soon I put several hundred miles on it, mostly on asphalt, against my wishes. And the motorcycle continues to delight and impress. Let's first briefly recall what innovations distinguish the 890 Adventure R from the 790.
Let's start with the obvious: displacement. The 799cc LC8c inline twin that powers the 790 has been increased to 889cc, giving it a 90.7mm bore and 68.8mm stroke. Plus, the compression ratio was increased from 12.7:1 to 13.5:1, the valves were enlarged, the pistons were lightened, new connecting rods were installed and the timing cam profiles were changed. The throttle valves feature new sensors that measure intake manifold pressure to adjust the mixture in each cylinder individually, improving throttle response and more precise traction control. As a result, the new in-line twin produces 105 hp and 100 Nm of thrust. By the way, the same updates affected the KTM 890 Duke R, presented for 2022.
Well, we’ve sorted out the manufacturer’s data, let’s now discuss the real numbers. We put this big baby on the dyno, where it made 91.5 hp at 8,200 rpm and 86.5 lb-ft at 6,800 rpm. Compared to the real measurement of the 790 Adventure R, the increase was 7.5 hp and 8.8 Nm. Quite close to the manufacturer’s data, which declared an increase of 10 hp and 12 Nm. According to one expert, heavy and relatively slippery tires (our sample was shod with TKC80) are to blame for the lower measurement results, because the roller of our dyno is not rubberized enough and does not provide full grip with all tires.
In addition to the engine, the 890's transmission was also changed. The updated PASC light clutch has new discs. Gear shifting has become faster and easier thanks to a lighter spring and less claw travel between gears. The gears of the three upper gears are glass-blasted (polished with glass balls), which ensures higher mechanical reliability.
A lightweight subframe and an aluminum steering column tube distinguish the 890 chassis from previous versions, but the WP XPLOR suspension with a full range of adjustments remained virtually unchanged, minus modifications to the valves in the rear monoshock absorber. The low-mounted 20-liter tank is also unchanged.
The manufacturer claims that the rear brake caliper has 'isolated' pistons. The point is that the brake pads were thermally isolated from the pistons, which ensures more reliable brake operation in difficult conditions.
Some changes to the 2022 KTM 890 Adventure R don't sound so exciting. For example, a financial point: the recommended retail price for the US market, for example, is $14,199, that is, $500 more expensive than the 790 option. That's not a big deal in and of itself, but what do you think about the fact that Rally Mode, one of the best aspects of the 790 Adventure R, is now sold as an option for an extra 200 bucks? The Rally Pack includes adjustable traction control, an additional throttle response option and the actual Rally driving mode. You can also order the Tech Pack, which, in addition to all the Rally Pack options, also includes a bi-directional quickshifter and cruise control - this will cost an additional $550. Plus, apparently, ABS can no longer be turned off completely, but there is a choice between Road and Off-Road operating modes.
Ergonomics
A smaller tourenduro, in short. It's wider than a regular dirt bike and much narrower than the big touring bikes.
The riding position is excellent in all respects, except that the handlebars are a little low for riding in a standing position - but this is a matter of taste. When moving from a sitting position to a standing position, shifting your weight back, sometimes your backside hits the step on the seat. In addition, on the KTM 390 Adventure nothing interferes with free movement and you feel full control over the motorcycle. Speaking of the stance, the footpegs with removable rubber inserts are great.
KTM 390 Adventure 2020
Pros and cons of the KTM 990 Adventure
Advantages
- Long service intervals . An oil change, for example, is required every 7,500 km.
- Vitality and endurance . This motorcycle is not afraid of either bad roads or low-quality fuel. The only thing that can be dangerous for him is the crooked hands of the owner.
- The ability to carry out most service operations yourself by purchasing a bus to connect the on-board computer to a laptop.
- Ideally thought out weight distribution , calculated down to the smallest detail.
- Excellent traction not only at medium, but also at low speeds, something that the younger KTM tourenduros cannot boast of.
- Good wind protection . Particularly tall bikers can improve this even further by adding a taller windshield.
- An abundance of tuning , both original and non-original - this model is very popular in the USA, and a number of manufacturers produce various gadgets for it.
- Long-travel (265 mm front and rear) suspension , fully customizable.
Flaws
- Difficult maintenance . Replacing the oil and air filters, for example, will easily take a fairly experienced mechanic an hour and a half to two hours. The procedure for replacing spark plugs will take about the same amount of time.
- High cost of original spare parts and consumables.
- Fuel filters located in one of the two gas tanks quickly become clogged with dirty gasoline. The problem can be minimized by installing an additional fine filter into the fuel line.
- Modest fuel consumption (about 5 liters at a speed of 120-130 km/h) increases sharply if you drive at least 150 km/h.
KTM 390 Adventure as a touring car
The 2022 KTM 390 Adventure more than copes as a lightweight touring motorcycle. There is surprisingly little vibration for a single-barreled gun, and the 390 easily goes past the 110 without any complaints. However, in a strong headwind or uphill, the 373 cc engine has difficulty maintaining highway speed - and then all that remains is to shift down, rev it up harder and encounter noticeable vibration. The 390 is a compact motorcycle, and comfort at highway speeds is sacrificed for small size and weight. The wind deflector allows you to divert the oncoming wind from the rider and has two positions, but to change them you will need a Torx T25.
On country roads
On twisty roads, the KTM 390 Adventure feels at home. Continental describes the TKC 70 as “designed for light to moderate off-road riding with excellent on-road capabilities.” And this is true: the TKC 70 can handle everything you want from them on asphalt, including driving in the rain. These tires feature two grades of compound with increased grip on the sidewalls, so the 390 turns in crisply and predictably. Thanks to the light weight, medium power, traction control and tilting ABS, not too much is asked of the tires, and they do it well. The controls are natural and intuitive, and when you need to quickly dodge a hole or rock, the 390 reacts instantly. And at the same time, it perfectly maintains its trajectory when tilted. This motorcycle is great for fatigue-free travel.
KTM 390 Adventure 2020
KTM 990 Adventure Specifications
When creating this motorcycle, the designers followed a proven path and assembled a “classic” touring enduro in the good sense of the word. Steel frame, 100 hp, 115 Nm of torque, 207 kg dry (and 230 kg curb) weight, high seating position, ideal weight distribution, refined handling, 6-speed gearbox . Having ridden the KTM 990 Adventure at least once, you understand why this motorcycle is loved. Seeming heavy and even clumsy in static conditions, it transforms on the move, handling superbly at speeds from 10 to 150 km/h, and when the gas is opened sharply, it simply shoots forward like a cork from a champagne bottle.
But there is no need to be afraid of accelerating on it - two 300 mm discs at the front very effectively help it slow down, and the rear 240 mm disc is by no means useless. The gas tank contains 19.5 liters . The maximum speed of the KTM 990 Adventure is about 200 km/h , and it covers the first hundred in a little less than four seconds . The fuel system deserves special attention - this motorcycle can run on any gasoline! In general, the manufacturer recommends pouring AI-95 or AI-98 , but technically the Adventure 990 is capable of digesting even AI-80, which is written in black and white in the manual for this bike. Moreover, in order for the injector and engine to “switch” to low-octane gasoline, you just need to open one wire under the seat . How many motorcycles do you know that can do this? The most curious thing is that for some reason this useful and even unique feature is practically not mentioned in reviews of the KTM 990 Adventure. But this can also be important on a long journey to a place where there is no normal gasoline!
Power reserve
The 14-liter tank does not require too frequent refueling, and the cruising range of the KTM 390 Adventure, according to the manufacturer, is almost 430 km. This is a lot, and the dashboard displays the estimated range based on current consumption. So far, unfortunately, it has not been possible to find out the real power reserve - quarantine, you know, won’t get you very far. Of course, it will depend on many factors: gear selection, load, weather, and so on. If no wind can budge a liter heavyweight, then the consumption of a 400 cc light motorcycle is very dependent on conditions.
Without asphalt
When you hold a hammer in your hand, everything around you looks like a nail. And when you ride a tourenduro, you are looking for somewhere to turn off the asphalt. As you turn, you'll likely stop and use the extremely intuitive 5-inch display and buttons on the left console to access the menu to turn off the traction control and turn on the Off-Road ABS mode (front wheel only). Switching the ABS mode does not actually require stopping, but you do need to release the gas and hold the button down long enough to turn off the traction control - which will be indicated by a light on the dash. The KTM 390 Adventure ABS mode remembers regardless of power, but the traction control turns back on after turning the key to the working position.
In dirt
When not only the asphalt runs out, but also the primer turns into mush, you will quickly remember that a crossover is not an enduro. The TKC 70, so pleasant on asphalt, barely copes on dirt. You can't expect anything good from mud and sand, but on gravel and wet ground the tires are quite adequate. The rear one holds up well, so the limits of what can be achieved depend on the front tire. The wide seat is suitable for dirt riding, but not sport enduro-style dirt riding. There's nothing wrong with that, but it takes a lot of fortitude and skill to replicate KTM's promotional materials on the 390 Adventure. Here the weight will begin to be felt - small for a touring motorcycle, but much more significant than that of an enduro. They say happiness is knowing your limits, and in the case of crossovers, that's damn true. But our KTM bike was equipped with optional engine protection, so I had one less thing to worry about.
KTM 390 Adventure 2020
Reviews from KTM 990 Adventure owners
The motorcycle is a rocket, on the highway it drives away even from a 1300 speedster, who catches up with it only when the speedometer is already under 200 mph. The dynamics are crazy, the bottom end is like a cruiser, it rides on the ground on normal tires, almost without slowing down. For 40+ thousand km there has not been a single breakdown, not counting the brake disc that has worn out due to wear. I looked closely at the Adventure 1290 as a replacement, but it didn’t fit, my old 990 is better in every way. Alexey, Sochi, KTM 990 Adventure '2009.
Minus one, to serve it, you need to be an octopus. However, I’ve already gotten the hang of it, bought a can-bus on ebay, downloaded a diagnostic program, do everything myself, the officials charge unrealistic prices for every sneeze. I spent about $3,000 on tuning, I bring everything from America, it’s cheaper. I reached the Far East, went to the North Cape and Tenerife, the total mileage has already exceeded 110,000 kilometers. For some reason, the broken Austrian bucket doesn’t even think about dying, it just rides and rides)) Alexander, Rostov-on-Don, KTM 990 Adventure '2011.
The bike served me faithfully for five seasons, after which it was finally sold because I wanted comfort, and I was tempted by Golda. Like the Turanda, it’s an excellent device, even a reference one. There is nothing superfluous, everything you need is there. In five years I drove about 30k km, there were no problems, except for small things. Sergey, St. Petersburg, KTM 990 Adventure '2005.
Character
Smooth and measured. The KTM 390 Adventure easily gets there, and exactly where you want it. Nothing happens too quickly on it, and this makes it easier to plan and execute all maneuvers. I drove a little (and carefully) along the forest path, and taking into account the wheels and tires, everything was very good. With the traction control turned off, it's easy to rip off the rear tire with a sharp turn of the gas, so driving through the clearing with drifts in the corners is the first item on my wish list.
And the better you understand the essence of this motorcycle and its limitations, the better it will be able to use it off-road.
COMFORT
However, patience is what KTM customers and owners do best, and the Austrians apparently know this! The seat on the 890R is extremely uncomfortable. After just an hour of driving, you will begin to fidget around in order to find a comfortable position, and after another hour you will understand that this is impossible and will simply continue to endure, as the creator bequeathed.
Then, when you return home, you will go to the POWER PARTS catalog, prepare a bag of gold and continue to endure further, because you can only buy an even stiffer seat, tailored purely for off-road use, which will also be 25 mm higher.
EVENTUALLY
As a result, I would gladly buy myself the 890 Adventure in the “R” version, because no matter what, it is ideal for interesting trips of any format and is especially relevant for Russia and the CIS countries, where there will be enough untouched for several more generations places where you can drive it for your own pleasure, and not practice the “push-pull” discipline. And most importantly, it is worth absolutely all the money that is asked for it.
So, be patient, gentlemen, the KTM 890 Adventure R is still the best in the class, and that’s a fact!
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Pendants
The almost-fully adjustable WP Apex suspensions work great on asphalt, but don't quite cope well off-road. The fork has fully adjustable damping, but the spring preload is fixed. The shock absorber spring preload is finely adjustable - in case of riding with two people, for example - but only the rebound is adjustable from smoothing. These suspensions, of course, are not equipped with electronic adjustment, so all adjustments when changing the road surface are made at the cost of fiddling around on the side of the road. The basic settings work great on the road, but are not at all suitable for fast off-road driving. All 17 cm of travel is easily eaten up during small jumps, and you must get up when crossing even small ruts - otherwise it will shake so much that it won’t seem like much. But until you test the suspension to its limits, it copes quite well, so again, remember that this is not an enduro.
KTM 390 Adventure 2020
OFF ROAD
Speaking of off-road. The KTM 890 Adventure R is not made for relaxed travel, it is made for hardcore, for those who are tired of driving on the asphalt and want real adventures where they can get there cheerfully, and not crawl, swinging a shovel for hours.
Our KTM is armed like a Samalian pirate! It has a Ø 48 mm WP XPLOR-USD fork and a non-progressive XACT WP PDS monoshock with 240 mm of travel, capable of absorbing anything and everything and even more. In fact, this suspension is more than enough to meet the expectations of any buyer of the model, unless he is a professional rally driver. In other words, it is designed specifically for tough off-road use and yes, comfort is not its path, but it handles any terrain and jumps with a bang!
However, this is exactly what the “R” version is about. Already “out of the box” you can immediately go to any Russian competition without modifications to the suspension and engine, but if this is not enough for you, then you are definitely either a candidate or a master of sports.
The ground clearance of the KTM 890 Adventure R is also off the charts, and short riders will have to pay for the 263 mm of ground clearance. The height of the saddle is 880 mm and I, with my 75 meter, can barely reach the ground, which would cause quite a lot of problems on especially loose and uneven ground if not...
Yes, this is the best solution you could come up with! If it were not for the fuel tank, the main tanks of which are located very low on the sides, which makes 200 and a penny kg. 890 Adventure R maximally concentrated at one point at the bottom.
This is what creates the “tumbler” effect, which prevents you from throwing the motorcycle to the ground when leaning too hard on the spot and easily allows you to level it by simply pushing off with your foot. Yes, at first glance, tanks are susceptible to all sorts of damage, but so far no one, even home-grown testers around the world, has managed to seriously damage the tank, which, in addition, is also protected by fairly durable plastic linings. In short - KTM, bravo!
Brakes
The KTM 390 Adventure has plenty of brakes in all situations. The Bybre radial caliper on a 320 disc copes well on asphalt and does not over-braking off-road. The two-channel Bosch 9.1MP ABS does a great job of ensuring that the rider doesn’t do anything weird. I kept waiting for the ABS to start annoying me in Off-Road mode, but the front wheel never chirped - probably I’m just great and brake carefully. On pavement, the ABS and traction control are completely transparent, and I was glad to have these electronic aids in the rain, even if I never felt them engage. The rear brake works great and locks easily in Off-Road ABS mode. Moreover, it’s easy - this means if and only then when you want to give a skid: the rear brake is very informative.
SMART
As expected, the 890 Adventure R is equipped, or can be equipped with, the entire arsenal of KTM’s electronic assistants, except perhaps the active radar, which is currently only installed on the 1290 S. Our test unit was equipped with absolutely everything, but you will have to pay an additional approx. 80 thousand hard earned in order to enjoy the precise operation of a quickshifter with a blipper and Rally mode, which makes life off-road much easier, allowing you to configure a bunch of parameters, from power supply to turning off ABS on the rear axle.
The electronics are controlled by a proven Bosch 9.1 MP unit, which controls the smart MTC traction control and the latest generation corner ABS, which not only prevents the wheels from locking in a turn, but also prevents the trajectory from straightening out when pressing the lever in panic.
The dashboard is simpler than it could be for the money, but there are no real complaints about it. Perhaps the data on power reserve and engine temperature could be displayed larger. Speaking of power reserve, real consumption on asphalt during dynamic driving is really about 4.5 l/100 km, which allows you to travel 350+ km on 1 filling with a 20 liter tank.
There is nothing more to say about the remote controls and their controls. They are just as inconvenient as on the 1190, although the left remote control itself is different - they added more mechanics, which clearly affects reliability for the better. Otherwise, these are the same 4 buttons, through which you should get to a small and long drop-down menu, where you need to select a bunch of things to set up modes, etc.
However, you can configure quick parameter buttons, but only two, and to understand how to do this, you need to have a degree in computer science. This is not a minus, it is a nuance that everyone has become accustomed to for a long time and is simply patiently waiting for changes.
In the city
This is its secret superpower: the KTM 390 Adventure excels in the city as a daily bike. The upright riding position, wind protection and ergonomics of the 390 Adventure make it ideal for city riding. The 19-inch front wheel and fairly long-travel suspensions, which are generally sufficient even for off-road use, easily cope with potholes and ruts in the city. For the city rider, the 390 Adventure beats the 390 Duke in everything except agility. Duke, due to its shorter suspension, 17 wheels and more road tires, is more conducive to sporty driving.
LCD dashboard KTM 390 Adventure 2020
Similar models
- Honda XL1000 Varadero . Long out of production, but almost a legendary motorcycle, famous for its heaviness and endurance.
- Suzuki DL1000 V-Strom . A more “parquet” bike, however, perfectly suited for long trips on asphalt of any quality.
- BMW R1200GS. The legendary Bavarian “goose”, the first generations of which are very similar to the KTM 990 Adventure in their characteristics.
