KTM 390 Adventure Test Ride Review – “Small is Big” posted on 2021-01-04 01:08:43
You know, we are always inundated with stories that favour the underdog when since we were young. The morality behind those stories was about not looking down on the guy who is seemingly incapable of performing demanding deeds, whether it is in sports or romance.
But by being humans, myself included, we get spoiled by the bigger stuff. I have gotten used to riding the biggest and bestest bikes out there including and not limited to the KTM 790 Adventure and 790 Adventure R, 1050 Adventure, 1290 Super Adventure, 1290 Super Duke GT, 1290 Super Duke R, after all. All you needed to do on those bikes is twist the throttle and they hurl toward the horizon.
Perhaps it is why smaller bikes kind of fell off my radar. I am looking down on them, let us be clear, and not that they’re bad, just that bigger (engine) power really corrupts.
So, how’s this little 390 Adventure going to figure then?
The launch
KTM had been working on the 390 Adventure for the better part of 8 years. That’s correct, Team Orange felt that they wanted to get the bike absolutely correct. Besides that, they must have been waiting for the right time to launch it as who would have given any thoughts about a small, lightweight adventure-tourer that long ago?
But it seems that the launch of the 790 Adventure which finally provided the inspiration.
As such, the 390 Adventure looks uncannily similar to its 790 brethern, with the raised headlamp, arrow-like fuel tank panels, fuel tank dimensions, seat configuration. Only things that are missing are the underslung fuel tanks of the 790.
There’s no mistaking the 390 Adventure for the company’s EX-C/F enduro and SX-C/F motocross lineups. This bike is first and foremost a road bike, but with off-roading capabilities, instead of the other way around. That means it is an all-rounder, suited for the daily commute, long-distance touring, and occasional trail riding.
But we almost fell off our seats when KTM Malaysia announced the prices: RM 21,500 for the 250 Adventure and RM 30,800 for the 390 Adventure.
What’s new
Almost everything is new on the bike, apart from the engine.
1. New frame
The frame isn’t fished directly over from the 390 Duke naked bike. Instead, it’s based on KTM’s Dakar Rally-conquering 450 Rally. Consequently, it’s stronger for the rigours of off-roading and load-carrying.
2. New suspension
The forks are 43mm WP APEX fully-adjustable split-function items with the right side handling rebound damping and the left taking care of compression damping. They provide 173 mm of travel.
The rear monoshock is also a WP Apex unit, adjustable for preload and rebound damping.
3. TFT screen
Well, the TFT screen is the same as the 390 Duke’s but with added functions. There’s now an inertial measurement unit, thus providing cornering traction control and cornering ABS. The traction control which KTM calls “Motorcycle Traction Control (MTC)” can be turned off for off-road riding. Similarly, the ABS can be switched to off-road mode which turns off the rear wheel’s ABS. Optional is the KTM MY RIDE suite which includes connectivity and turn-by-turn navigation.
4. Radiator with two fans
One of the major complaints of the Duke series was the thigh cooking engine heat. To overcome this, the 390 Adventure features a curved radiator, which provides a larger area within the same width. More area means more cooling capacity. Additionally, the bike is also equipped with two cooling fans, instead of just one. The fans are also angled outwards, away from the rider’s thighs.
5. Quickshifter+
The quickshifter is built-in and like other KTMs, the control unit is hidden within the engine casing. However, the buyer needs to pay an extra RM 1,600 to activate the system.
Note that the engine is the same as the Duke’s including its 373cc capacity, maximum 44 hp and 37 Nm output, and PASC assist and slipper clutch. But we were told by KTM that it is tuned for a more linear torque delivery.
Riding the bike
No spec sheet is as important as riding the bike.
KTM Malaysia had the route laid out from Genting Permai to Serendah via the Karak Highway and PLUS Highway. From there it was a 10km off-road ride to Sungai Buaya. Then it was back on the highway to Bukit Beruntung for lunch. After that, it was back to Genting Permai through Ulu Yam, for a total of 148 km.
There were 9 media personnel for the test ride, and all took an immediate liking to how the bike looked. Gone were the misfitted panels and cheap-looking parts; instead, the new bikes reek of much higher quality and careful handiwork.
Gabit Saleh gave a short briefing and we were on our way.
Highway testing
Coming down the mountain, we were delighted that the bike still steered quickly despite the 26.5-degree rake. But more tellingly was the new suspension. We gritted our teeth and prepared for hard hits when we approached the many bumps down the Genting road, but the bike rolled over them without kicking the bike off the intended line. Ah hah, the benefits of longer travel suspension. The bike’s lightness also meant softer springs.
KTM Malaysia chose the route right, as the Karak Highway was the locale for testing the bike’s top speed since Malaysian bikers like to ask, “What’s the top speed,” besides high-speed handling.
The engine responded quickly but smoothly, without feeling like the piston’s about to pop out. It just revved and revved as if it was a 500cc and sure as heck did not feel like a single-cylinder engine.
Yours truly pulled it up to 160 km/h with about 2,000 RPM remaining on the tacho. But the rest went even faster. Dato’ Captain Nik Huzlan said he saw 164 km/h on a downhill stretch before being overtaken by Amir Hamzah of NST who hit 170 km/h. Amir was in turn passed by Gabit who hit 176 km/h. Those top speeds would be natural of a 600cc multi-cylinder machine, but this was a 373cc single-cylinder engine. More importantly, the bike cruised comfortably between 120 to 140 km/h without feeling stressed. To top it off, the bikes had only 60 km on the odometer before our blasting, which means the engines have not been broken in yet.
The difference of performance between the 390 Adventure and the 390 Duke could be felt in the latter’s immediacy in launching off the line. Again, as KTM Malaysia pointed out, it was due to the engine’s tuning. Capt. Nik also weighed in that the rear tyre measures 130/80, hence the taller sidewall acting as taller gearing. (That also explains the higher top speeds.)
I would normally refrain from blasting corners at high speeds on a smaller capacity bike because the chassis may not be up to the task. But the 390 Adventure’s felt like it could handle lots more speed. The bike will hold the line you are committed to, due to the longer swingarm. Straight-line stability also improved due to the longer wheelbase.
Off-road testing
A KTM adventure bike is not a KTM if not for its off-road capabilities.
Our venture into the jungle began easily with a hard-packed single trail. The surface was covered with loose sand and gravel. The bike just rolled along easily, holding 60 to 80 km/h in third gear. Switching lines was also easily done without drama.
Things started to get gnarlier further in. Overnight rains had turned some sections slippery. We were all so thankful that the bike steered without drama around them, even when the speeds came down to 10 to 20 km/h. The softer torque response made it easy to regulate throttle response.
The suspension also soaked up irregularities such as bumps, exposed rocks, tree roots, so much so that some of us remained comfortably seated. It was not as harsh as the suspension we are accustomed to on other KTMs.
But worst of all was deeply rutted mud. Mud has always been my nemesis. I had dropped the 1090 Adventure six times during a class with Chris Birch in 2019.
The nine among us had varying degrees of off-roading experience with two who never rode on dirt before. But they passed the mud sections without help. I finally decided to just ride through some mud pits at the end of the trail and the front tyre did not even flinch, despite being Continental Tourance 50/50 road/off-road tyres. What the…! Am still kicking myself today for not giving the other mud pits a go earlier…
It turned out that the 390 Adventure was a gas to ride off-road. The chassis and engine response made all the difference. Another contributing factor was the smooth character of the engine. Adding to rider confidence was the lower seat height. In the end, none of us dropped the bike.
But make no mistake, it is not an out-and-out off-road bike. While the low seat height contributed to our confidence, there is not enough ground clearance for the hardcore stuff. This 390 Adventure is a road-centric bike with great trail riding capabilities. Perhaps KTM will release a 390 Adventure R version?
The twisties
Ah yes, the favourite among riders is corner carving, right?
It was time to ride back to the hotel via Batang Kali. This road is narrow and those on big bikes would usually worry about how much throttle they should apply. On the other hand, smaller bikes would find the climb daunting from lack of torque and power.
If the 390 Adventure had a voice, it would have probably said, “Uphill twisties? Bring it on, Bruh!” Because that was exactly what it did and everyone rode like it was the last section of the Batang Kali TT.
The bike just blasted up hill in 3rd and 4th gears – never once did it strain to climb. Its lack of weight meant that we could throw it into corners faster to utilize higher midcorner speeds, besides being able to select lines and perform midcorner corrections at will.
We got to the Gohtong Police Station even before we could register anything and were raring for another go.
Oh Kah Beng's testing and verdict
I was able to grab a unit for further testing after the event and handed the it to Oh Kah Beng, who was Malaysia’s first GP rider. He is now teaching motocross and off-roading. The 390 Adventure impressed him thoroughly. According to him, the bike has a great balance for new riders to learn the ropes of off-road riding, besides being able to use it for any task. He also believes that the bike offers a great value for all the features that come with it.
Conclusion
One more thing I'd like to add before wrapping it up: I covered 490 km before the low fuel warning came on, which meant that KTM’s claim of 35 km/l of fuel was spot on. That mileage included highway blasting, off-road riding, and urban traffic jams. To put it in perspective, you could ride all the way to Penang and back by refuelling only once.
KTM has done something really great this time around. Here is a bike that is accessible to riders of all ilk, regardless if you are a beginner or a biker who has eaten more bugs than a frog. It will make anyone happy.
Furthermore, it is of great value at RM 30,800 (basic sales price) given all the features such as LED lighting, adjustable suspension, slipper clutch, IMU-controlled ABS and traction control, quickshifter, TFT screen, great engine, and build quality.
Those sentiments were not mine alone, as every test rider present unanimously liked, even loved the bike. There were among us who even declared their wishes to buy one.
Now, KTM understands that not many riders ever ride off-road, but the 390 Adventure is already great as a daily commuter and long-distance tourer. However, you would not find a bike that is out of place should you want to ride on a bad road or unpaved trail for some durian, or camping, or fishing.
As for me, I am sold for the 390 Adventure. And oh, I will never, ever forget a smaller capacity motorcycle again.
