KTM 790 Adventure R and 390 Adventure.
Comparing an orange with a tangerine I agree, a somewhat unexpected comparison. Usually we still buy two or three motorcycles of similar cubic capacity, similar functionality, and, in the end, comparable prices...
And then we took the KTM 790 Adventure R, which is considered one of the best mid-sized tour enduros, and decided to compare it with... what?
KTM 390 DUKE. To whom, why?
I had a very controversial opinion about this motorcycle and did not have a clear understanding of who it would be more suitable for - a “first-season rider” or an experienced rider who knows what he wants from a bike. Let's find out! And we will start with the appearance.
When I first looked at the motorcycle, I got the impression that it was a child’s toy for country rides. Thin tubular frame, short wheelbase, thin large wheels. It’s as if he’s saying: “If you weigh more than 70 kg, we’re not on our way.” And looking at this 390 cc engine hidden in the frame, I can’t believe that it “can do” anything. A high waist is another item in the “awkward” treasury. With my height of 187 cm, this device makes you look like you are riding on a stool. Added to all this is the relatively short wheelbase. Add to this the KTM branded coloring and we get something bright, catchy but, at the same time, small and uncertain, like Dumbo the elephant in the world of motorcycles. In general, at first glance the motorcycle does not inspire confidence. Yes, as they say, “it has the look,” but it’s somehow childish or something.
What about systems? On the pleasant side, I would like to specifically mention the tablet-like dashboard, which is pleasant to look at - it is spacious and informative. Equipped with a light sensor, it allows you to change the design theme from bright white to dark blue depending on the time of day. The tachometer ring and speedometer are easy to read, and there is a convenient gear indicator. It will also notify you if you have not removed the side stand. Also, if you pair your phone via Bluetooth (yes, yes, this is possible here!), you can switch playlist tracks and see the caller’s data. There is a settings menu, of which there is a minimum, in which you can, for example, partially (Supermoto mode) or completely disable the ASB system. Other interesting things to note are the electronic throttle grip, which does not stall, and LED optics, also connected to a light sensor, which seemed more than sufficient to me.
What about the motor? Single-cylinder, with a volume of 373 cubic meters, capable of delivering a decent 44 horsepower, it allows you to feel comfortable in city traffic. And at the same time, it is quite economical. An 11-liter tank is enough for mixed driving for more than 300 km. Everything about the motor is simple and clear. Mid-top, with good dynamics closer to 9000 rpm. Is it enough? More than true if you travel alone. It won't be so comfortable for the two of us. Of course, having such characteristics, you can also behave like a bully. In the first gear of the six-speed gearbox, the motorcycle lifts into reverse without much difficulty from the gas. By turning on the “Supermoto” mode and thereby turning off the rear ABS circuit, you can have a blast.
In my opinion, the suspension seemed extremely stiff for such a mass. At low speed, with a total weight of motorcycle + rider of about 220 kilograms, I felt like I was on an old bicycle, where every bump hit my back. Although, as the speed increased, the “ironing board” feeling disappeared, but still, the stiffness of the suspension is incommensurate with the weight category of the motorcycle. In general, there is no "sluggishness", giving constant control of the road in the smallest detail.
By management. The motorcycle is very light, maneuverable and obedient. In city traffic you feel like a fish in water. The only controversial factor for me seemed to be when driving in the city - mirrors. They are the widest point of the motorcycle. Not even that wide. Yes, in the left mirror you can see the right edge of the right lane behind. Yes, they have very good visibility, and you won’t miss anything. But they protrude very far beyond the width of the steering wheel, which can cause a lot of trouble when driving, say, between rows.
The motorcycle easily leans into a turn, but if you are not experienced enough, it will happily lower you “in a curve” closer to the asphalt for any careless movement.
A very unpleasant nuance with the controls: if at a speed of more than 40 km/h you accidentally jerk the steering wheel sharply (either being scared of a car, or going around an obstacle), there is a chance that you can very easily go into “wobbling”. But here, apparently, my height, landing, and, as a result, the weight distribution of the motorcycle had an effect.
There is also very strong vibration from the motor. After a not very long trip, I felt a slight itch on my hands and “fifth point” for another 10 minutes.
Summarizing the feelings about the motorcycle, you understand that this is not a “country option” for driving over potholes, but a completely worthy device for every day, which is simple and convenient as a first motorcycle for a “first-season rider” for a couple of years. And no matter what anyone says, a fairly experienced rider will be bored on this motorcycle.
#KTM #KTM390DUKE #BIKELAND
Since there was such a booze, here’s my duke for statistics: 1. Purchase at the salon, everything paid and signed, first start. Oil drips in the area of the drive gear. Despite the fact that BL (a well-known KTM dealer) allegedly checked everything completely. That day they were unable to fix it; they had to remove the bushing from the shaft. The problem turned out to be that there should have been an O-ring behind this bushing, but in fact there was some kind of small piece. The Indian “OK” was on the engine.
2. There in the cabin, the ABS does not work. I took the bike as is. They carried out diagnostics, but could not solve the problem. They promised to consult with the main office. They could only replace it with a mot from the sales floor, but I didn’t want to. This problem turned into a whole epic, I went to them more than once. They reflashed it, changed the sensors, changed the abs unit (the brakes were terrible after that). Some of the fasteners were lost, some were broken. And the problem turned out to be a poor contact of the protective relay, which turns off the ABS valves and turns it into a brick. I myself later struggled with this relay more than once.
3. Somewhere, too, at the beginning of the run, about 2-3 thousand, the gear shift paw unscrewed while driving, I was driving outside the city, the speed was 80 kilometers, and then bam-bam, something hit my shoe. I was lucky, the leg remained dangling on the rod and did not fly away. No luck, it was late evening and I walked to the nearest hardware store in search of a suitable bolt.
4. And of course the fan, summer, heat, traffic jam. The temperature jumped to the limit in a matter of seconds, then it was normal and then the engine died, the protection worked. And we are all so slimy and sweaty, pushing from the traffic jam to the side of the road. Next, as usual - BL, waste of time, we continue to ride.
5. The air filter housing is cracked. This is the norm. 1.5 months of waiting and calling, the filter finally arrived.
6. KTM bars suck, 5-10 gymkhana drops and they will bend. I digested them a little.
The rest are little things - oil, filters, I changed them immediately after I picked up the engine; there were sawdust and shavings on the filter. The connectors were all greased while searching for a solution to the ABS problem. I removed the feathers and cleaned/lubricated the anthers, the fork did not leak. I ordered the fan SPAL, it is almost eternal. The footrests are very low, you can still tilt it and tilt it, but fig. From PowerParts there are those that are on some kind of junior racing series, the price is very high. Therefore, I took China, I can live.
Because They asked about the breakdowns, but described only the negative. In fact, I had more positive results from this sharp small flea.
KTM 790 Adventure R and 390 Adventure
It just so happened that my friend bought a 790 Adventure R, and I had the new 2022 390 Adventure for review. To be honest, it is especially good compared to its competitors - Kawasaki Versys-X 300, BMW G310GS, but is it really so good that it makes sense to prefer it over the expensive 790? Especially for people like me - for whom the slogan “Ready to race” means that it will be fast, scary and possibly dangerous, which means that it’s not necessary.
Engine and size
So, the first one produces 84 horses, 77 Nm and weighs almost 212 kg. The second one has a power of only about 40 horses, produces 36 Newton meters and weighs 175 kilos.
Do you know the theory of relativity in a brief retelling for dummies? It sounds like this: “everything in the world is relative.” If you (like me, for example) have never driven a 790, then the 390 will seem luxurious to you (which, by the way, is also true). In addition, it is lightweight, with a lower seat (85 centimeters). By the way, the height of the 790R saddle is a mistake or a deception; it is even higher than the stated 88 centimeters.
You say, you think, the short guy is high, what nonsense? This is truly nonsense - for some of you, but for others it is a harsh reality. The best tour enduro won't be very good if you have to climb it with a rope and belay. A good compromise is the 790 Adventure without the R - its seat height is sort of the same 85 centimeters as the 390. But remember how I said it's all relative? There is also the BMW R 1250 GS Adventure - 91 centimeters of saddle height and 268 kilograms of weight!
KTM 790 Adventure R and 390 Adventure
Once you climb into the saddle, engage the gear and set off, you understand where the price difference with the 390 comes from. When driving off-road, the baby 390 sometimes doesn’t listen to the driver and goes where the rocks and ruts direct it, while the 790 just rushes along recklessly, as if the stones scatter and holes are filled in at the sight of it. The much more powerful (both in size and performance) XPLOR suspensions have 24 centimeters of travel at both ends, while the baby has only 17 in the front and 17.8 in the rear. Plus, the 790 Adventure R is equipped with a steering damper, while the 390 Adventure is not, and this also greatly affects directional stability.
It’s also about speed: on the 390 you ride more sitting than standing, leisurely, enjoying the sights and smells of nature. On the 790, of course, this will also happen, but it is equipped not only with better suspensions, but also a powerful engine with a set of smart electronics that encourage you to open the throttle wider at every opportunity. Generally speaking, it is possible to keep up with him on the 390, but for this you need to have quite serious skills, and even then it will not be easy.
According to my buddy, the -390 Adventure is less fun simply because I really enjoy taking the weight off the rear wheel and drifting through corners. In addition, the suspension is thinner and the electronics are not particularly interesting. And yet, the 390 is also a fun ride, just slower. For beginners and intelligent adults, it will be enough for the eyes, unless you drive over very wild potholes - here it deflates quickly. I hit his pendants several times, without even jumping, but just like that, on a rocky clearing.
As for me, the KTM 390 Adventure is a very serious motorcycle for its 373cc in one cylinder, and its gears are chosen perfectly, it spins very pleasantly up to torquey speeds. But in completely off-road situations you have to switch from second to third and back every now and then, and this is enough to drive from 5 to 60 km/h. My friend is simply spoiled by the 790 and now judges everything by his own standards. Here's what he says about this:
The 390's engine lacks traction at mid-range. On the road it needs to be seriously revved up for it to move at least somehow. Shift a little earlier and you'll have to click back into gear to rev up the engine and continue accelerating. When off-road, I also kept the engine at high speeds so that I always had a blast at hand when I needed it.
KTM 790 Adventure R and 390 Adventure
Ergonomics
But he’s probably right about the ergonomics - it’s not bad on asphalt, but not very good off-road:
One of the most specific things about the 390 is how it rides in a standing position. While you’re sitting, you’re quite comfortable for my 175, but when standing you find yourself in a strange, somewhat crooked position, which you don’t get used to right away.
I agree, when you go fast off-road and stand on the good, wide steel pegs of the KTM 390 Adventure, you feel that it would be great if the handlebars were higher (which, however, can be easily solved with spacers).
I have to admit, the KTM 790 Adventure R saddle feels like a cozy nest that's a hell of a lot of fun to sit in, and I'm especially proud of how I held it up as we rode the sandy base of some mountain. I have some control over myself when we are driving down the slope, but sand is a completely unknown element for me. However, to the credit of the 790, it didn’t do anything terrible at all: just open the gas and welcome on board, sit back and relax. I think my friend had a hard time behind me: fine sand dust, a 390 without a steering damper, and I was even scared for my 790, especially when my rear overtook the front a couple of times. But everything worked out, the sand ran out and asphalt appeared. After five kilometers, a city appeared on the horizon, and the horrors ended.
All we had to do was shake out the dust wherever we could, drink some tea and spend another hour on the seats of the KTMs on the way home. True, an hour quickly turned into two, because we first stopped at a gas station for sausages, and then decided to take a detour along a beautiful river. The way these motorcycles can quickly take you from a remote corner to the center of civilization is what makes them especially cool - you can simply ride off-road on a lot of things.
Here again the KTM 790 Adventure R is on horseback. Its engine runs at lower speeds and more smoothly - not completely vibration-free, but quite decent. The seat is somewhat wider and thicker, and my loins greatly approve of this. The friend seems less impressed:
Riding seated on both is not much different from exercising on parallel bars, with the 390 resembling a hardwood bar
Suspension
The 390's suspension is not very good on large rocks and deep holes, but it can handle bad asphalt completely. Just like on rocky terrain, it feels better at lower speeds than the 790. The steering wheel vibrates a little, but not enough to seriously grumble. On smooth asphalt it runs smoothly in top gear 160. And after a day in the saddle I felt completely normal. Let's provide a microphone to the second speaker:
From the outside it seems that we are comparing an orange with a tangerine - both are orange and look almost the same, only one is smaller. But the difference between these two motorcycles is significant. It was interesting to feel how different KTM motorcycles are for different people.
It’s difficult to put the 390 in the category of light tourenduros: it is significantly more interesting than its competitors. Adjustable suspension, switchable traction control and ABS and digital instrumentation are just a few of its advantages over other representatives of the class. It will be necessary to compare them on the same route.
What can I add about the 790 Adventure R that hasn't already been said? For me, this is the best touring bike on the market for those who want serious off-road capabilities from a mid-sized bike. He is not perfect at all, but he is very good for me personally, like none of his classmates.
