During my recent trip to Idaho forKTM’s 2022 Rider Rally, Iultimately决定不从波特兰not-a-KTMdual-sport, which likely avoided incurring the wrath of the Katoom faithful.I did the smart thing—I thought—and accepted the use of aKTM 390 Adventurefor the three-day festival of dirt and altitude.
My initial hesitancy lay in my unfamiliarity with the 390, which I feared would end up being a clown-car of a bike for me, since I stand about 6-foot-1 and cleared 230 pounds even before they rolled out the chocolate cake at the rally. I didn’t want to hurt the fragile, diminutive machine out there on the dusty trail.Turns out I was wrong about the 390—for the most part. It’s not diminutive. And after crashing it twice, I can attest that it’s definitely not delicate. So how did it go for a big guy on a 390? Better than expected.
Photo: KTM
Quick KTM 390 overview: KTM’s smallest displacement adventure bikeis powered bya 373cc liquid-cooled, fuel injected single breathing through a four-valve head. KTM says the motor makes about 43 horsepower, which is about what my 650cc dual-sport makes as well. The big difference is in the torque output, which my 650 thumper lords over the 390. But, at about 330 pounds, the 390 has a distinct weight advantage over my bike.Also, it’s very techie, with ride modes, ABS, traction control and LED lights, while my bike has about as much tech as a pipe wrench.
I started putting miles on the 390 early Friday morning as we rolled down some gravel byways and paved back roads to get to the more fun off-road sites. Surprise: I actually fit on this bike – at least, sitting down. I wasn’t balled up during road riding, and the 390’s seat is a comfy perch.The only shortcoming for me was the low handlebar height, which made standover riding partly comical, partly dangerous, and partly uncomfortable.And we were going to be on the pegs a LOT for the next two days, so after a few miles in the rough stuff, I worked with a KTM staffer to rotate the bars forward a bit, which had the effect of raising themslightlyand rotating the control levers down a bit. That certainly helped matters.
Photo: KTM
Bikeslightlyreset, I resumed exploring the routes laid out by the KTM team through the mountains aroundDonnelly, Idaho and the Tamarack Resort where the rally为基础.The 390 proved to be a capable partner in the dirt, and was forgiving of my inexperience and generally poor approach to turning in the dirt.
The spunky engine is a spinner rather than a torque monster,capablysending me up steep slopes in first and second gear, while third proved to be too tall in general on the dirt except on some downhill stretches.While I’m used to the torque of my 650 when powering out of corners, the 390 felt underpowered unless I spun it up over 6,000rpms, so I didjustthat and altered my approach (or exit, as it were), the color LCD tach blinking red if I crept up on the 9,000rpm redline. Shift!!
The 390’s WP Apex suspension was compliant and controlled, and I added in two clicks of preload out back for my considerable bulk.It only bottomed on some sharp ruts I tried to cross tooquickly, otherwise the 390was well-dampedand composed. I rode the majority of the time in “offroad” mode with rear ABS turned off and no traction control in play.Front ABSwas leveleddown to its lowest level of intervention but it cannotbe turnedoff, a common limitation for bikes with ABS due to Euro and DOT stipulations.
At speed on the KTM 390 Adventure. Photo: KTM
At one point I had to do some highway miles on the 390, and I was half expecting it to buzz my hands and feet to numbness as the single piston screamed to the heavens to do highway velocities, but Iwas surprisedagain.得益于高第六齿轮,390年smoothly ticks down the highwayjustfine at 65 or better, turning about 6,000 rpm thanks to that tall overdrive.Rolling on more throttle in 6th doesn’t do much, so passesrequirea click or two down the gearbox, and once you’re doing 80 or better, the 390 is getting near its limit.But it was a surprisingly smooth runner on the highway and if you don’t care about triple digit capability, the 390 will gallop all day and get close to 60 mpg doing it, depending on load and your enthusiasm.
On the other end of the speed spectrum, the 390 is happy creeping along a singletrack trail in first gear, or going walking pace during a game of motorcycle corn hole. Clutch action, via a cable, is smooth and predictable with a wide engagement area. A slipper clutch smooths out too-hasty downshifts and LED lights brighten up the night. A small bug screen punches an effective hole in the air at freeway speeds without sending rough air into your helmet.
On balance, the 390 surprised me with its size, sophistication and smoothness. I wasn’t expecting it to be a high-velocity dirt missile, and I’m thankful it has such good slow-speed manners. Anddespitetwofairlyhard crashes, it soldiered on,thankfullyprotected by crash bars, a bash plate and stout hand guards.
Would I own it? I honestly thought about it after it proved a tough, capable mount for several hundred off-road miles and some short highway jaunts. Clearly, the 390 Adventure is a great choice for beginning ADV riders who also want to wander far and wide on and off the tarmac. I see no reason someone could not take the 390 Adventure on a horizon-chasing adventure, no matter their experience level. It won’t get there especiallyquickly, but it will get a rider and gear there in time, and you’ll be comfortable with enough off-road capability to arrive with a smile.
