There is a rising trend of adventure tourers in the Indian two-wheeler market since riders looking for a long-term highway touring machine are now opting for ADVs instead of cruisers which was earlier the norm. There are multiple reasons attached to this but comfort and the “go anywhere” attitude of adventure tourers can be considered as the strongest reasons. Hence, today we see many road-biased tourers.
The second-gen KTM 390 Adventure was a highly-anticipated motorcycle in India before it was launched at the start of this year. While we already rode the new 390 Adventure, we hadn’t got our hands on the more accessible and road-biased version of the Austrian ADV — the 390 Adventure X — until recently, even though both variants were launched at the same time.
KTM 390 Adventure X: Looks rugged
The design of the KTM 390 Adventure X is almost identical to the higher-spec variant barring the alloy wheels in place of the cross spoke wheels. This does have functional limitations but it looks a bit sportier than the latter. The new 390 Adventure does proper justice to its name with its tall stance, raised handlebars, a large adjustable windscreen, a lean body, and lastly a traditional beak up front.
The biggest update has to be the completely new headlamp setup featuring two projector LED headlights stacked vertically with integrated an LED DRL, taking inspiration from its larger and more powerful cousins. Other visual highlights include a lean and muscular fuel tank, split pillion grab rails, a new underbelly exhaust, and a metallic bash plate that complete the design.
Overall, the new design of the 390 Adventure looks much more rugged than its predecessor which is a good thing given the previous model was often mistaken for a dual-sport bike.
KTM 390 Adventure X: Well equipped
Most of the features offered in the higher-spec 390 Adventure have been carried over into the Adventure X. These include a 5-inch TFT instrument console, a switchable rear ABS, ride-by-wire throttle, Bluetooth connectivity with navigation, bi-directional quickshifter, and full LED illumination. However, the Adventure X misses out on a few key features such as multiple ride modes, cruise control, cornering ABS, and cornering traction control.
That said, most of the electronic features in the Adventure X, barring Bluetooth, were unusable in our test bike since they get unlocked only after the first servicing, that too after paying a nominal one-time fee of around Rs 500-600. I found the screen visibility of the 5-inch TFT unit under direct sunlight to be one of the best in this segment.
The 390 Adventure X gets the same hardware setup as the standard variant but with a little catch. For instance, the 390 Adventure X gets the same WP Apex-sourced suspension setup with the same amount of travel featuring 43mm upside down front forks and a rear monoshock, but unlike the standard 390 Adventure, this is only preload adjustable for the rear.
| Specifications | KTM 390 Adventure X |
| Front suspension | WP Apex, 43mm USD forks, 200 mm travel |
| Rear suspension | WP Apex, monoshock, 205 mm travel, pre-load adjustable (10 steps) |
| Wheels | 19-inch front/17-inch rear tubeless alloy |
| Saddle height | 825 mm |
| Kerb weight | 181 kg |
| Ground clearance | 228 mm |
Further, the Adventure X rides on a smaller 19-inch front alloy wheel as opposed to a 21-inch wire-spoke wheel. Moreover, it is marginally lighter and gets a more accessible seat height of 825mm. All these changes have led to small changes in dynamics but that comes later.
KTM 390 Adventure X: Improved ride quality
A major reason why more and more riders are opting for ADVs recently is the comfortable ride quality they generally offer and it’s no different for the 390 Adventure X. Yes, you miss out on the fully-adjustable setup from the higher-spec variant but even in the stock setting, the suspension is tuned perfectly for the road as well as mild off-roading.
Speaking of which, we did find ourselves an off-roading patch filled with slush and puddles that gave us a fair bit of idea of how this bike would tackle challenging terrains. While it is surely not a proper trail basher, the Adventure X is more than capable of handling and overcoming some tricky off-road terrains. What also helps are these dual-purpose semi-knobby tyres that provide more than adequate grip on loose surfaces.
That said, tarmac is where the 390 Adventure X belongs and where it absolutely shines. The light kerb weight, despite a longish wheelbase, makes it an impressive handler on the roads. Even within city confines, the Adventure X feels very sure-footed. Navigating through heavy traffic without breaking a sweat is a recurrent possibility on this bike which isn’t very common in ADVs.
The suspension is perfectly tuned to offer a comfortable ride without being so soft that it unsettles the vehicle over speed breakers or potholes. The footpegs are centrally placed and with the shape of the fuel tank, it becomes very convenient to stand up on the pegs, especially on loose tarmac with gravels. KTM has definitely added more cushion and real estate to the seats and while it is super plush in short distances, in long journeys your butt would get sunk in which isn’t a pleasant and wishful experience.
KTM 390 Adventure X: Vibe mutes performance
The new-gen KTM 390 range gets the 399cc liquid-cooled single cylinder that made its debut in the Duke 390 back in 2023. This power mill is offered with the same tuning across the KTM range as well as the new Husqvarna Svartpilen 401. While the resultant output on paper is identical, the experience is different largely due to different dynamics offered in the 390 Adventure.
First things first, the 399cc engine has got a spring in its stride as it is happy to be revved at will. The response you get once you pull the throttle is something very hard to pen down in words, but I can tell you there is no dearth of excitement every time you get hold of this engine. Before realising, you might breach the three-figure mark on the speedometer in a whisker.
Yes, the engine is still at its best when you rev the throttle hard beyond the 6000rpm, it is slightly better than the older 373cc unit that barely offered anything in the low-end and mid-range. The other impressive part has to be its braking which hits the perfect point of being sharp yet progressive which wouldn’t alarm a relatively newer rider. There is ample feedback from the lever as well as the brake pedal.
However, the best thing about the 390 Adventure X has to be the bi-directional quickshifter that makes gearshifts a breeze. This is another big reason why the Adventure X can be a very good choice as your daily commute. Although the motor isn’t the most tractable one out there, shortshifting the gears is super easy and fun on the 390 Adventure X. Not that you have to work the gearbox very often but even the slip and assist clutch is very light for a change.
What threw me off a bit was the strong buzz on the footpegs, handlebar, and hand guards even at 3,000 rpm which only grew as the revs climbed up. Beyond a point, the vibrations were very loud and annoying, which didn’t encourage me to sustain high speeds of 120 kmph for long periods of time.
KTM 390 Adventure X: Verdict
The KTM 390 Adventure X isn’t a perfect machine but then again which one is. That said, it ticks most of the right boxes, if not all. More importantly, it is a far better package than the previous model for those considering a bike that does it all. Be it daily urban commuting or weekend highway touring, the new KTM 390 Adventure X wouldn’t disappoint but you’ve got to learn to live with it, especially considering a tall seat height and a broader structure which may restrict riders of a certain build.
At Rs 2.91 lakh (ex-showroom), it is around Rs 77,000 more affordable than the standard 390 Adventure. Yes, you do miss out on some nice electronic aids and a superior suspension setup, but if you aren’t very eager to frequent trail bashing and more content on highway touring along with your regular city commutes, the 390 Adventure X could just turn out to be the all-rounder that you may have been looking for. Ideally, it should help KTM add new buyers to its fold due to its friendlier ergonomics but the price tag still feels a little too steep in comparison to its rivals.
