KTM 390 Adventure Image source: Kizad Adil Darukhanawala
The KTM 390 Adventure is rated as the ‘practical’, ‘accessible’ or even ‘sensible’ choice out of the three variants on offer. But can you associate these words with any KTM? I know I won’t do that. And being any of these, is it any less than a KTM?
At first glance, one might not think so. It has the same long, rally bike-like silhouette as the other two options. This means the Adventure X has the same vertically stacked LED projector headlights flanked by DRLs. Even the long windshield and ADV-style beak add to its credibility. But then, you’ll notice those changes that make it “practical.” The 19-inch front wheel is a compromise in terms of design, chosen to juggle trails and trails without fully committing to either. Then there’s the non-adjustable suspension that favors predictability over fun, while the alloy wheels (and the tubeless tires they enable) prioritize comfort.
But when I swung my legs over its saddle, it didn’t feel like I was riding a lower-spec model – because the second-generation Adventure The 5-inch TFT came alive and showed a little ‘street’ in the corner, a reminder that KTM’s supposedly sensible machine now comes with riding modes. And that’s not all; Even cruise control and switchable traction control are now part of the package. One of the things I liked about the first generation 390 Adventure Other than turning off the ABS at the rear wheel, there wasn’t anything to mess with. It was the rider who needed to adapt to the terrain, not the other way around.
Disappointment increased when I realized that the ‘street’ mode was too civilized – just like in the S version. To feel all that bad in a 398.63cc LC4c engine, keeping it above 6000rpm was the best bet. The slick quickshifter only helped the cause. After the 6,000 rpm mark, there’s nothing ‘sensible’ or ‘accessible’ about the bike. The smaller 19-inch front wheel provided more feedback, and even though the Apollo TramplRs were nearing the end of their lifespan, there was enough grip to ride in a way I would have experienced on a 390 Duke. But it also had to come close to how the Adventure S felt on the tarmac, right?
Grip and control
Switching to Off-Road mode stops traction control intervention and turns off the rear ABS. As was the case with the Adventure S, this mode felt livelier…more KTM. The traction control light became flashing more frequently, sometimes even in third or fourth gear, as the 3.9 kg-m of torque tried to shred more of the already worn tires. Meanwhile, the 43mm non-adjustable WP Apex forks and pre-adjustable monoshock worked flawlessly to flatten anything the trail threw at us. Although the 228mm of ground clearance is less than other models, at no point did it feel inadequate to complete the task at hand.
But there is still a sense of restraint. So, I turned off the traction control, and after that there was no looking back. However, I always felt in control of the bike. The bike’s narrow waistline allowed me to hold it well between my legs, and things like low-rpm assist made life easier through technical sections – when was the last time you rode a KTM bike crawling through traffic/lane with no clutch and minimal throttle input?
On paper, the KTM 390 Adventure It’s practical, friendly, and easy to justify… even to your family who would rather hear about comfort and safety than torque and throttle response. And at a price of Rs 3.28 lakh (ex-showroom), it’s hard to argue with the value on offer. You’ll get an all-in-one package that fits perfectly into everyday life, behaves when told to and doesn’t require constant attention. But when you want it, the 390 Adventure Beneath the sensible choices and mature thinking lies the same restless KTM DNA waiting to be unleashed. It convinces the world that you’ve matured while reminding you, at the right moments, that instinct will never go away.
© World of Cars
Posted on February 7, 2026
