KTM 390 Enduro R 2025 Review

Do you remember old-school trail bikes? Machines like the Honda XR, Suzuki DR and Kawasaki KLX, or even legends like the Yamaha DT250 and Honda XL250, were once staples of any motorcyclist’s shed. 
 
These simple, rugged bikes were all most off-road riders ever needed. Reliable, easy to maintain, and tough enough for bush trails or the morning commute. 

The all-new KTM 390 Enduro R reignites some of that old-school trail bike spirit and fills a glaring hole in the Austrian marque’s otherwise competition-focused range. 

Related: KTM 390 Duke 2024 Review
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But KTM doesn’t call it a trail bike. It uses the same platform as the 390 Adventure models and comes equipped with dual-sport tyres and a suite of electronics. It slots into KTM’s “dual sport” range and acts as a little brother to the popular 690 Enduro R. 

Chuck some knobbies on it though, and the 390 Enduro R is more than capable of moonlighting as a true trail bike. It will suit recreational riders looking for something cheaper, easier and more versatile than KTM’s high-performance EXC enduro models. 

It is far from perfect, and it won’t please everyone, but this affordable single-cylinder dual sport might just be one of KTM’s best moves in recent times. 

Priced at just $10,695 ride away, the built-in-India KTM 390 Enduro R is a bargain when you look at the features and benefits it offers. 

While it’s based on the 390 Adventure platform, the Enduro R is an all-new model focused on dual-sport riding. That means it gets its own dirt-focused suspension tune, a unique slim-profile TFT display, and a comprehensive electronics package. 

Would-be buyers can also count on full adjustability of the suspension, Metzeler Karoo 4 tyres as standard (with 21- and 18-inch wheels), Brembo-approved ByBre braking components, and LED lighting. 

Compared to the KTM 390 Adventure R ($11,495 ride away), the 390 Enduro R offers the same torque and horsepower figures, the same suspension travel, and the same steel trellis frame and bolt-on subframe. But it has a taller seat height at 890mm, a smaller fuel tank at 9L, and the ABS and traction control systems are not cornering-optimised. 

There is also the 390 Adventure X, priced at $9995 ride away, which is aimed more at tarmac touring and is considerably more basic than its up-spec siblings. 

And what about competition? Well, it depends on what you’re comparing it to, but its closest opponent is arguably the new Suzuki DR-Z4S. On paper, the Suzuki will likely match the KTM for off-road performance, but it costs a fair bit more at $14,490 ride away. 

If I’m being honest, I kind of slept on the KTM 390 Enduro R. I knew it existed, but I didn’t really know much about it until I swung a leg over the saddle. 

And boy oh boy, was I surprised. The 390 Enduro R impressed straight away with its ability in off-road terrain and its comfortable trail bike ergonomics. 

KTM calls it a dual-sport bike, but does that make it a stripped-down adventure bike or a dumbed-down, road-friendly enduro bike? Either would be good, but the truth is that the 390 Enduro R probably lies somewhere in the middle. 

The suspension is the big winner here. The WP APEX fork and shock both offer 230mm of travel and are fully adjustable (minus compression adjustment on the shock). 

Our test route was no walk in the park, with endless water crossings, snotty rocky tracks, and even some loamy sand sections. Not once did I feel like the suspension was at its limit. The only time I felt it clunk was when jumping off big washouts, but that was amplified by the fact I’m quite a big unit and probably in need of stiffer springs. 

WP makes quality gear, and everything about both the fork and shock feels a lot more premium than a bike at this price point should feel. 

Moving on, the electronics package is also a huge plus. The 4.2-inch TFT display is easy enough to navigate, and the slim design is more in keeping with traditional enduro and trail bikes. Could we see this design on the EXC models sometime in the future? 

There is a wide variety of settings available, with two central ride modes – Street and Offroad. There is a dedicated Offroad ABS option, but you can also switch it off completely. The same can be said for traction control, while throttle response can also be adjusted. Interestingly, the Offroad mode has better low-RPM response, while Street mode works better in the mid-range. 

Best of all, the bike maintains the settings even after you’ve switched the ignition off. Riders have long been frustrated by adventure and dual-sport bikes reverting to default settings when the bike is turned off. No such worries here. 

The brakes are decent and offer good control, especially at the rear, while the optional quickshifter was the best I’ve experienced on a KTM in recent memory. 

Speaking of options, our test units were fitted with Mitas XT Plus Trail tyres front and rear, which enhanced the bike’s off-road ability. We copped a fair bit of moisture across the three-day ride, and while the bike was easy enough to skid, the hoops offered an impressive amount of control in the slippery conditions. I recommend taking this option if you plan on regular off-road riding. 

A couple of bikes were also fitted with REMUS ($1100) or Akrapovic ($1500) slip-ons, which might appeal to some, while WP Pro components are also available for both fork and shock. The WP Pro gear won’t come cheap though. 

For a big bloke like me, the engine does feel a little underpowered. At low RPM, the bike is quite sluggish and never in a rush. And if you get your gear changes wrong, expect to quickly fall behind your mates. 

Fortunately, there is a quick fix – keep the revs up. When you keep the revs in the mid-range and stay sharp with your gear changes, the 390 Enduro R is a lot of fun and surprisingly competitive. 

A few riders did have some sporadic issues with stalling and flaming out at lower revs, although one theory suggested this could be a result of accidental engagement of the quickshifter. Either way, it proved to be only a minor issue. 

Of course, being a cheaper model built in India, there are bound to be some compromises in build quality to keep costs down. The result is a few rattles and shakes which quickly become annoying, but none are of high consequence, and all are fixable with a bit of tightening and some TLC. 

Reliability is still a question, but this will only be answered with time and serious kilometres. 

The only other gripe I have is that ABS and traction control are not cornering-optimised like with the 390 Adventure R, but I guess it helps keep the costs down. Besides, for a bike with a low power output, ABS and traction control are more of a novelty than a necessity. Most riders will turn them off in the dirt anyway.

Perhaps the most beautiful thing about the KTM 390 Enduro R is that it can be whatever you want it to be. 

Are you a learner rider looking for your first bike? The LAMS-approved and easy-to-ride 390 Enduro R is a great choice. 

Are you new to the world of off-road riding and want something to build your skills on? Get a 390 Enduro R. 

How about riders who want a cheap dual sporter that will get them through the daily commute and still offer a bit of off-road fun on the weekend? Yep, the 390 Enduro R has them covered. 

And what if you just want a dirt bike that doesn’t cost north of $15k and doesn’t make you feel like you’re taming a wild bronco every time you hit the trails? Then forget the race bikes and opt for a 390 Enduro R. 

Perfect? Not exactly. But this is a bike that covers all bases and does it in a simple, easy-to-ride, no-bullshit manner. Long live the old-school trail bike. 

ENGINE
Type: Liquid-cooled, four-stroke single-cylinder
Capacity: 398.7cc
Bore x stroke: 89mm x 64mm
Engine management: Bosch EFI with 46mm throttle body

PERFORMANCE
Claimed maximum power: 45hp at 8500rpm
Claimed maximum torque: 39Nm at 7000rpm

TRANSMISSION
Type: Six-speed
Final drive: Chain
Clutch: PASC slipper

CHASSIS AND RUNNING GEAR
Frame: Steel trellis frame, bolt-on casted aluminium subframe
Front suspension: WP APEX 43mm, 230mm travel, open cartridge, compression and rebound clickers
Rear suspension: WP APEX, separate piston monoshock, 230mm travel, rebound adjustment
Front brakes: 285mm discs with ByBe four-piston radial caliper, ABS
Rear brake: 230mm disc with ByBre twin-piston floating caliper, ABS
Tyres: Metzler Karoo 4 (standard), Mitas XT Plus Trail (as tested)
Wheels: 21-inch (front), 18-inch (rear)

DIMENSIONS AND CAPACITIES
Claimed dry weight (without fuel): 159kg
Seat height: 890mm
Wheelbase: 1475mm
Fuel capacity: 9 litres

OTHER STUFF
Price: $10,695 ride away
Warranty: 24 months, unlimited kilometres