It’s been a long time coming, but KTM India has finally stopped playing safe. In a move that feels like a calculated tactical maneuver to silence critics of its “soft-roader” past, the KTM 390 Adventure R has officially hit the dealership floors. Priced at a surprisingly aggressive Rs. 3.78 Lakhs (ex-showroom), this isn’t just another sticker-and-paint job. It’s a radical departure in chassis philosophy for the Austrian automaker.
What’s truly baffling—and perhaps a bit concerning for those who just bought the standard model—is the price point. The R variant is actually cheaper than the existing spoked-wheel standard version. As per my knowledge, this pricing anomaly stems from a very specific trade-off in the supply chain: the R uses tubed tires. While great for hardcore off-roading, they are cheaper to manufacture than the complex tubeless-spoke setups found on the pricier sibling.
The Hardware: From Soft-Roader to Dirt Shredder
My personal experience with the previous 390 Adventure iterations always left me wanting more “trail” and less “tourer.” The new R variant finally addresses the elephant in the room: the suspension. We are looking at a massive 230 mm of travel at both the front and rear. To put that into perspective, the chassis now sits significantly higher, resulting in a ground clearance of 272 mm.
The assembly line has swapped out the 19-inch front for a proper 21-inch hoop, paired with an 18-inch rear. This is the gold standard for crossing obstacles. However, I would advise prospective buyers to check their inseam; the 870 mm seat height is no joke. If you aren’t vertically gifted, navigating stop-and-go traffic might feel like a high-wire act.
Comparing the Lineage: The Evolution of the 390 Adventure
To understand where we are, we have to look at the prototype origins and the previous models that led us here. The original 390 Adventure was often criticized for being a “Duke on stilts.”
| Feature | Old 390 Adventure (Standard) | New 390 Adventure R |
| Front Wheel | 19-inch Alloy/Spoke | 21-inch Spoke (Dirt Focus) |
| Suspension Travel | 170 mm / 177 mm | 230 mm (Front & Rear) |
| Ground Clearance | 200 mm | 272 mm |
| Seat Height | 855 mm | 870 mm |
| Tire Type | Tubeless | Tubed (Mitas Enduro Trail) |
| Weight (Approx) | 182 kg | ~176 kg (Est. Dry) |
As per my opinion, the older version was a fantastic “sports tourer” that could handle a gravel road. The new R variant, however, is a direct assault on the R&D benchmarks set by hardcore enduro machines. It feels like KTM finally stopped listening to the marketing department and started listening to the rally pilots.
The Competition: A Crowded Battlefield
The sub-500cc adventure segment is currently a war zone. With the manufacturing prowess of brands like Royal Enfield and the looming threat of the Japanese marques, KTM needed this “R” badge to stay relevant.
| Specification | KTM 390 Adventure R | Royal Enfield Himalayan 450 | BMW G 310 GS |
| Engine Type | 399cc Liquid-Cooled | 452cc Liquid-Cooled | 313cc Liquid-Cooled |
| Horsepower | 46 HP | 40 HP | 34 HP |
| Torque | 39 Nm | 40 Nm | 28 Nm |
| Transmission | 6-speed w/ Quickshifter | 6-speed | 6-speed |
| Front Suspension | 43mm USD (Adjustable) | 43mm USD (Non-Adj) | 41mm USD (Non-Adj) |
| Price (Ex-Showroom) | Rs. 3.78 Lakhs | Rs. 2.85 – 2.98 Lakhs | Rs. 3.30 Lakhs |
While the Himalayan 450 offers a more accessible entry point for financing and leasing, the KTM’s power-to-weight ratio and sophisticated electronics (like the cornering ABS and traction control) justify the premium. The BMW, while prestigious, is starting to feel like it needs a major tune-up in the body shop to keep up with these two giants.
My Critical Take: The “Tube” Trouble and Weight Matters
While I am excited about the acceleration and braking performance of the new LC4c engine—which is a masterpiece of modern automotive engineering—I am slightly concerned about the choice of tubed tires. In the Indian context, where a nail is always waiting for you near a gas station, a puncture on a tubed tire is a nightmare compared to a quick plug on a tubeless one.
Furthermore, while the overseas model sheds about 6 kg, the Indian version will likely be burdened by the mandatory “saree guard” and front plate brackets. These small additions in the quality control (SPC) process often eat into the nimble feel of the bike.
Final Thoughts
The KTM 390 Adventure R is an assertive attempt to reclaim the throne. It is a machine that demands respect and a certain level of skill. If you are looking for a commuter, stick to the standard model. But if your idea of a weekend involves suspension bottoming out in a river bed, this is the make for you.
KTM’s move to price this lower than the standard spoked-wheel version is a masterstroke in marketing, even if it feels a bit illogical on paper. It forces the consumer to choose between the convenience of tubeless tires and the raw capability of long-travel forks.
