Some motorcycle reviews are reasonably easy to write. A bike fits into a well-established category, and we go from there. The 2025 KTM 390 Enduro R is something different. It’s probably not what you think it is, and even KTM may not be sure.
The Austrians had to come up with a categorization for the 390 Enduro R that, surprisingly, it had never used—Dual Sport. The 350 and 500 EXC-F models that we would call dual-sport—street-legal dirt bikes—are under the Enduro umbrella.
KTM has two Enduro R models—the long-running 690 and the new 390. Oddly, they’re in different KTM marketing categories—neither of them is Enduro. The 690 is considered a Travel motorcycle, and the 390 a Dual Sport. Yes, it’s confusing, but we’re here to help you make sense of it all.
- In a traditional sense, the 2025 KTM 390 Enduro R is a scrambler. Typically, a dual-sport bike has a dirt bike heritage. The 390 Enduro R is a direct descendant of the 390 Duke, sharing the same motor with different tuning. While the frame is a variant of the Duke, the WP suspension is definitely off-road, and the tires split the difference—the Metzeler Karoo 4 adventure tires with a block tread and 50/50 street/dirt bias on an off-road 21-/18-inch wheelset. It’s definitely a mix.
- The 390 Enduro R is shockingly inexpensive. The 390 Enduro R has a price tag of $5499. Compare that to the KTM 350 EXC-F at $12,649 and the 690 Enduro R at $12,999, and you will quickly understand that you’re working with a dual-sport bike built to a budget. This explains why the 390 weighs 24 pounds more than the 690 and over 100 pounds more than the 350. So, scrub the 350 EXC-F and the 690 Enduro R from your mind—the 390 Enduro R is in a completely different category, and one that’s difficult to pin down.
- A modest electronics package is craftily implemented to make the most of the 399cc DOHC motor. Two ride modes—Street and Offroad—alter the power delivery, traction control, and ABS. The adjustments are limited, yet highly effective. The short-stroke motor delivers 44 horsepower at 8500 rpm and 29 ft-lbs of torque at a lofty 7000 rpm. It’s a motor that likes to spin up—not a surprise given its pavement background. Remember, you’ll find this same motor in the RC 390 supersport bike.
- The two ride modes mean what they say. Street mode rewards a heavy throttle hand. Power is lackluster below 5000 rpm. There’s a boost at 5000 rpm, and the thumper moves into Beast Mode at 7000 rpm. In Offroad mode, you get strong low-end power, though the motor starts to run out of steam at higher revs. The two modes are instantly recognizable. Just twist the throttle wide open at 3000 rpm. You can’t miss the difference in the response, and the calibration is spot-on for each use.
- Street mode is all about keeping the revs up. If you’re trying to keep up in the canyons or on the freeway, you’ll need Street mode. It revs all the way to the 9000 rpm redline with a reminder that the 44 horsepower peak is just 500 rpm earlier. This requires plenty of gear changes to keep the motor on the boil. Around town or on casual rides through the twisties, switch to Offroad mode for strong low-rpm power delivery. Just be sure to switch to Street mode, which provides two-wheel ABS for safety and street-calibrated traction control for improved throttle response. Street mode is about progressive power increase, rather than linear.
- Offroad mode gives the 2025 KTM 390 Enduro R an impressive pull off the bottom. It’s hard to believe that this is the same motor, as the meat of the powerband is reconfigured to the lower half of the rev range. If you try to ride in the dirt in Street mode, the lack of low-end punch will be frustrating, unless you are a rank beginner in the dirt and want the tamest of experiences—just shift up at 5000 rpm. Like Street Mode, Offroad mode is not linear, as the two modes have the powerband swapped—there’s low-rpm power in Offroad and a high-rpm push in Street mode. ABS is natively front-wheel-only, though a dedicated button on the left switchgear can disable ABS altogether.
- The 390 Enduro R has an impressive TFT display. It’s wide and short, with two options—standard and minimalist. In normal mode, you get a tach and other info, while the minimalist mode gives you large displays of your speed and gear position, and not much else. The display, ride modes, traction control, and ABS are all easily and intuitively handled via a four-way joystick with a center click. While I prefer a dedicated button to switch between modes, the UI is easily understood and remembered. KTM packs a lot into the short screen.
- As a street bike, the 390 Enduro R is impressively versatile. The Karoo 4 tires are pavement-friendly, whether you’re riding around town, on a wide-open interstate, or getting frisky in the canyons. The riding position is natural, and the seat has enough width for comfort.
- The bike works as an urban motorcycle. Even the rider who wants the off-road capabilities for a fashion statement rather than a statement of intent will find the 390 Enduro R practical. At 363 pounds, it’s a light street bike. However, the center of gravity is high for that purpose, so the weight never really goes away. In exchange, you can ride over curbs easily, filter at red lights with a good view of the road, and easily park just about anywhere. The hot setup for this rider is Offroad mode, with ABS and traction control in Street mode. Commuting on a 390 Enduro R is a fun prospect, even with some freeway miles in the mix. If you live in a potholed area of town, you’re going to love the WP suspension.
- The 390 Enduro R recalls the original purpose of dual-sport bikes. Rather than being a dirt bike with lights, it’s practical for riding an hour or so until you get off the pavement, even if that hour is spent on the freeway. While there’s an undeniable buzz at 70 mph and the chassis isn’t rock steady, neither issue is enough to stop you from longer freeway runs with the Street mode engaged. A bigger deterrent is the relentless wind blast at that speed; leaning down into the tank helps. Top speed is about 90 mph, so there is some wiggle room when you need a bit of acceleration. If you can find a steep downhill run, you can find 99 on the speedo.
- If part of the trip to the trails sends you up canyons, rejoice! While not nearly as sticky as pure street tires, the Karoo 4 tires are more than capable of the 390 Enduro R’s demands. After a short introductory phase, it’s all about finding the limits of the edge grip, just for the fun of it. Depending on your riding style, either Street or Offroad mode works best, and wannabe supermoto riders can disable the rear ABS and back it in to their hearts’ content. While it will take a Herculean effort to stay up with a skilled rider on a street bike, your dual-sport-mounted buddies with knobbies on the rims will watch helplessly as you disappear in the distance.
- Enjoying the 390 Enduro R in the dirt is about setup. Offroad mode is mandatory for anyone above beginner status. Less aggressive riders will appreciate the traction control being on, while more experienced riders may be disappointed that it softens the throttle response. After some experimentation, I left the front-wheel ABS on. The front Karoo 4 is easy to skid when braking hard, and the ABS gently intervenes when needed. If you don’t like that feeling, I fully understand that and recommend you push that dedicated button on the switchgear and turn it off.
- The 2025 KTM 390 Enduro R is great for fire roads and light-duty 4×4 routes. There are two limiting factors—the tires we were just praising, and the weight. The rear Karoo 4 is fine. It will spin up when you like, which is great for exiting smoother corners. Unfortunately, the front tire can give way without warning when negotiating corners on dirt roads—an unnerving feeling on a 363-pound bike. Also, as is a tradition with ADV tires, sand is not a natural habitat. If you’re buying the 390 Enduro R with a lot of off-roading in mind, new tires will have to be mounted. Unfortunately, that will have a negative impact on the pavement experience—just one of life’s annoying compromises.
- The suspension will temper the enthusiasm of the most demanding riders. The WP Apex units are tuned more for comfort than high speeds in nasty terrain—a perfectly reasonable and sensible choice. It doesn’t take much to bottom the shock out on g-outs, and square-edged holes at speed blow right through the nine-plus inches of rear wheel travel. The fork seems to do a bit better, whether hitting obstacles or landing from modest air. The WP units have an absurd number of clicks for the intended use—30 for the front end and 20 on the shock. Really, five effective clicks would be far better and a way to introduce the concept of damping adjustment to newer riders.
- Choose your routes wisely—this is not a hard enduro motorcycle. You can take the 390 onto well-groomed single-track trails, though you will feel the weight when changing direction or picking the bike up after a tipover. The street-based frame and comfy seat make the 390 Enduro R wider through the midsection than we’re used to from KTM. A cursory look draws your attention to the heavy-duty skidplate; it’s there for a reason. The 390’s catalytic converter is located under the frame—a carryover from the frame’s street heritage. Ground clearance is moderate at 10.7 inches, so keep an eye out for rocks and logs. Speaking of exhaust systems, our test bike had the optional Remus muffler. We don’t have a price on it, but it does look and sound cool, even if it’s not essential.
- We had a pre-production quickshifter on the test bike. The software was beta, but it still gave us a sense of how it works. Although we all know quickshifters are great on street bikes, they’re a bit of an unknown for most off-roaders. It’s a great function off-road as it reduces the number of times you have to relax your grip to pull in the clutch. As the 390 is a single, the action was predictably notchy. That may or may not be reduced as the software is finalized. Either way, it’s a worthwhile option and can be added when it becomes available to the US market.
- The 2.4-gallon tank is suitable for local dual-sporting. You should be able to get around 150 miles before the tank runs dry. The low fuel warning flashes on the screen when you have a gallon left—at least 50 miles in any reasonable conditions.
- The 2025 KTM 390 Enduro R is a modern dual-sport motorcycle with traditional capabilities. It’s a fine street bike, and can hold its own as a fun off-pavement motorcycle. In keeping with dual-sport protocol, you can use the bike to commute to work during the week and hit the dirt roads and trails on the weekend. The $5499 MSRP, long service intervals, and miserly fuel consumption make this an affordable entry into the world of dual-sport riding, and something frugal experienced riders can appreciate.
Photography by Kelly Callan
RIDING STYLE
- Helmet: Alpinestars Supertech M10
- Goggles: Alpinestars Vision 8
- Jersey + pants: Alpinestars Fluid
- Airbag: Alpinestars Tech-Air Off-Road
- Gloves: Alpinestars Full Bore
- Knee braces: Alpinestars RK-7 Plasma
- Boots: Alpinestars Tech 10 Enduro
2025 KTM 390 Enduro R First Look
ENGINE
- Type: LC4c single cylinder
- Displacement: 399cc
- Bore x stroke: 89 x 64mm
- Maximum power: 44 horsepower at 8500 rpm
- Maximum torque: 29 ft-lbs at 7000 rpm
- Compression ratio: 12.6:1
- Valvetrain: DOHC; 4 valves
- Fueling: Bosch EFI w/ 46mm throttle body
- Lubrication: Wet sump
- Cooling: Liquid
- Transmission: 6-speed (quickshifter optional)
- Clutch: Wet multiplate w/ assist and slipper functions
- Final drive: 520 X-ring chain
CHASSIS
- Frame: Powdercoated steel trellis w/ bolt-on subframe
- Swingarm: Cast aluminum
- Handlebars: Tapered aluminum
- Front suspension; travel: Damping-adjustable WP Apex inverted 43mm open-cartridge fork; 9.1 inches
- Rear suspension; travel: Cantilevered rebound-damping and spring-preload adjustable WP Apex Split Piston shock; 9.1 inches
- Wheels: Wire-spoke w/ aluminum rims
- Front: 21 x 1.85
- Rear: 18 x 2.50
- Tires: Metzeler Karoo 4
- Front: 90/90 x 21
- Rear: 140/80 x 18
- Front brake: 285 mm disc w/ ByBre caliper
- Rear brake: 240mm disc w/ single-piston caliper
- ABS: Bosch 10.3MB w/ Offroad mode
DIMENSIONS and CAPACITIES
- Wheelbase: 57.2 inches
- Rake: 29.9 degrees
- Seat height: 33.8 inches
- Ground clearance: 10.7 inches
- Fuel capacity: 2.4 gallons
- Curb weight: 363 pounds
2025 KTM 390 Enduro R Price: $5499 MSRP
2025 KTM 390 Enduro R Review Photo Gallery
