Motorcycle specifications KTM390 Adventure 2023 Sand seed

KTM is one of the most active manufacturers when it comes to electronic implants. It's hardly surprising, then, that its most modest Adventure should be packed with them. When it was born, all it had to manage was the throttle. 2022 introduced Riding Modes to its escapades.

In "Street" mode, the configuration is set for standard use. The introduction of these assistants is above all an opportunity to add an "Off-road" mode, more in keeping with the image of the mini-adventurer. Selecting this mode allows you to play more with the machine, by facilitating rear-wheel skidding. This is also a clear advantage when turning the wheel on rough terrain.

To the same effect, the spoke rims have been reinforced, but off-road enthusiasts will prefer spoked models. In fact, 2023 sees the arrival of the 390 Adventure SW, whose special feature is its spoked wheels.
That's not all, but what else do we need to know before going for a ride?!

Yes, the engine. It's due for its Euro5 inoculation, which has no impact on its maximum torque and power ratings. Its forty-odd horsepower may seem modest in view of the monsters at the top of the Katoche range, but basically, it's enough to initiate intrepid youngsters and make them eager to move upmarket. At Mattighofen, you can start here and progress from 890 to 1290.
Well, we're not there yet. Let's take a look at what this bike promises, claims and announces.

Katoche is taking on a terrain he has mastered: off-road (more or less off); in a displacement range where his Adventure had never set wheels before the 390. An area already cleared by the BMW G 310 GS, Kawasaki Versys 300 and Suzuki 250 V-Strom. No fear for the Austrian, whose engine is the largest (373 cm3) and most powerful (43 hp at 9000 rpm). Equipped with 38 mm injection, double ACT, 4 valves and a balancer, it also benefits from an anti-dribble clutch and cooling optimized especially for the Adventure.
It's not overly powerful, so there's no need to think twice when opening the throttle. However, KTM is playing it safe by adding traction control, which can be deactivated for the more adventurous. It's angle-sensitive, just like the ABS.

it's not a big trail bike, yet it gets a surprising dose of electronics. What we've already mentioned, plus ABS with Offroad mode so you don't have to operate on the rear, a 5" color TFT screen that can be controlled from the handlebars, plus a shifter and smartphone pairing as options. Not bad for a machine of this calibre. It looks as if the company wants to go on the offensive.
This attack will start on the road, and then, without apprehension, distinguish itself on the dirt. With its 890 Adventure look, the 390 smells like a runaway. The front wheel has a few reservations, opting for a versatile 19-inch instead of the more committed 21-inch TT. Suspension is more purposeful, with 170 mm of travel at the front and 170 mm at the rear. Ground clearance is 200 mm. It's not yet an EXC, but it already offers some crossing possibilities and, above all, enough not to be afraid of most forgotten roads and in-between paths. Especially since Continental TKC 70 tires boast a versatile profile. The cobblestones in the rubber won't shy away from hard and soft surfaces alike. The small drawback of its raised chassis is the consequent seat height. 855 mm is no mean feat. Fortunately, KTM has made a low seat available as an option.

The bubble on the 390 Adventure isn't very large. However, it can be adjusted (with a tool) to two different heights, providing a clear view when riding conditions are.... playful and messy. Adjustable settings are also found on the 43mm WP Apex inverted fork. Compression on the left-hand tube and rebound on the right. As is often the case with KTM models, we appreciate the small knobs for making adjustments without getting out screwdrivers and the like. The similarly-built monoshock also features two settings: rebound and preload. Between the two stands a tubular steel trellis frame very similar to that of the 390 Duke, where an extended swingarm is anchored. The bolt-on rear buckle is derived from that of the 450 Rally. The Adventure returns to its Duke origins for its braking, with a 320 mm disc fitted with a 4-piston Bybre caliper. The 230 mm rear disc will make do with a single piston.

My ex-father-in-law says that adventure is just down the road. Perhaps you'll have to go a little further to take advantage of the 390 Adventure's possibilities. How much further? Not to worry. The 14.5-liter fuel tank will keep you going. 400 km according to Katoche. Let's say we rev it up a bit, have a bit of off-road fun, and we should have a minimum of 300 km. In addition to its low fuel consumption, the trail's compact size means that you can dare to make excursions into treacherous terrain, while minimizing the risks. If you have to lift its 172 kilos in the mud, it will be an effort relieved by a little technique, but nothing like the hassle of lifting a 250-kilo maxi-trail.

No one will complain about the return of accessible trails, with displacement and power well calibrated for young discoverers. As for price, it stings a little. Even though the KTM 390 Adventure is produced in India at Bajaj, like other moderately powered models from the Austrian brand, it's by no means a floor model. Underneath all its promise, this bike does open up the club of KTM adventurers.

M.B. - Manufacturer's photos