Every manufacturer is doing it: cross-platform sharing, utilizing the foundation of one bike to develop another bike, often in a different segment, to increase margins through simplified manufacturing and reduction of unique parts for a single model. And that’s exactly how KTM developed the 390 Enduro R, one of four new bikes based on the 390 Duke..embed-container { position: relative; padding-bottom: 56.25%; height: 0; overflow: hidden; max-width: 100%; } .embed-container iframe, .embed-container object, .embed-container embed { position: absolute; top: 0; left: 0; width: 100%; height: 100%; }When most of us think about KTM dual sports, we think of a dirt bike with a license plate. A motorcycle that could race on Sunday and ride to work on Monday. The all-new 390 Enduro R is not that bike; it’s an approachable, accessible stablemate to the 690 Enduro R, a motorcycle that has blurred the lines between dual sport and adventure bike without losing too much of that “Ready to Race” DNA. The 390 Enduro is similar in mission to the 690 Enduro R, but in a smaller, more manageable, and most importantly, more affordable package.

The 390 Enduro R, 390 Adventure R, 390 Adventure X, 390 SMC R, and 390 Duke are designed and developed in-house by KTM but manufactured in India by partner Bajaj Auto. It’s a way to save costs and ultimately provide lower-priced products to customers.

KTM’s all-new 390 Enduro R enters a competitive lightweight dual sport segment competing against the proven and recently updated Honda CRF300L and Kawasaki KLX300, and the all-new and highly anticipated Suzuki DR-Z4S, which we just rode and were extremely impressed with for its performance and features. But on paper, this KTM is comparable and costs considerably less. Behind the Kawasaki KLX300 ($5449), which has received a $750 price cut (previously $6199), the KTM 390 Enduro R is the second most affordable dual sport in the class at $5499.

Engine For 2025, KTM extends its 390 line with the 390 Enduro R, 390 Adventure R, 390 Adventure X, and the 390 SMC R—all of which are derived from the 390 Duke, which was all-new for 2024. All five bikes use the same LC4c engine, which produces a claimed 44 hp at 8500 rpm and 28.8 lb.-ft. of torque at 7000 rpm. We tested the 2024 Husqvarna Vitpilen 401 on the Cycle World dyno, which uses the same LC4c engine, and it produced 38.92 hp at 9,050 rpm and 23.90 lb.-ft. of torque at 6,670 rpm.

KTM completely overhauled the LC4c engine in 2024, bumping the displacement up to 399cc. Only the piston remains from the previous 373cc mill. The RC 390 lightweight sportbike is the only 390 that has not graduated to the new platform and, in fact, is still listed as a 2024 model.

The 390 Enduro R utilizes a 399cc liquid-cooled DOHC single-cylinder engine with fuel injection via a 46mm throttle body. Compression ratio is set at 12.6:1, and bore and stroke measures 89 x 64mm. A six-speed transmission with a slipper/assist clutch utilizes a chain final drive to a 48-tooth rear sprocket. An optional quickshifter can be added as an accessory. Our testbike was fitted with the quickshifter, and it provides seamless up- and downshifts.

KTM’s LC4c engine has always been a ripper in the small-bore space, and the one in the Enduro is no different. It’s extremely peppy and quick revving, but it does lack low-end grunt—a crucial ingredient in a dual sport. Granted, our test ride was conducted in Mammoth Lakes, California, a town ranging between 8000 and 11,000 feet of elevation. We’ve experienced this engine at sea level in the 390 Duke and remember it having more low-end chuggability, but this is the location KTM chose to test in and thus we have to call it as we experience it.

Once the engine spins up into the midrange, the power comes to life and pulls hard all the way to redline. It rewards high revs and staying on the boil, two-stroke style. Connecting fast, flowing corners off-road, riders can keep the engine screaming to the redline to avoid grabbing a shift without the power tapping off. But as the corners tighten up, dropping a gear is required to avoid sacrificing exit speed. If the revs drop too low, the engine falls on its face at this altitude. If you are a rider who enjoys riding a gear high, this is a little disappointing, but not a deal breaker.

At highway speeds, the 390 is comfortable with minimal buzzing. Tall gearing and a punchy midrange give it the legs to easily overtake cars and close in on triple-digit speeds. On a twisty backroad, connecting corners and banging through the gearbox with optional quickshift is extremely rewarding. And the slipper clutch encourages more aggressive riders to cut skids on corner entry. But again, keep the revs in the midrange for maximum exit speed.

Electronics A ride-by-wire throttle is an integral part of the adjustable electronic suite, which includes two ride modes (Street, Offroad), each with dedicated traction control and ABS settings. Traction control and ABS can also be fully disabled.

Navigating the electronic suite is done via a 4.2-inch TFT display with an anti-glare coating and a four-way joystick on the left side of the handlebar. Riders can also connect their smartphone to the dash through the KTMconnect app to control music, receive turn-by-turn navigation, and answer incoming calls. A USB-C charging port comes standard.

Switching between ride modes will adjust throttle response, traction control, and ABS. Our ride was mostly off-road with a few stints on the highway and a quick run up a twisty mountain pass. We spent the majority of our time in Offroad mode with TC turned off and ABS completely disabled, giving us full control of the bike, allowing us to slide corners and achieve maximum braking off-road.

In Offroad mode, preset parameters include off-road front ABS (ABS setting that is detected for the dirt and less intrusive than Street ABS), rear ABS disabled, and off-road traction control. Riders can also jump into the menu and configure each ride mode by disabling TC or ABS. Cycling the key will not reset the rider aids.

In the loose, dry terrain of Mammoth, traction is limited. With off-road ABS active at the front wheel, riders can still achieve maximum braking from the front end—most of the time. In deep sand, ABS intervention on the front wheel is a little intrusive. But on the loose fire roads and two-track, the system goes unnoticed.

Chassis KTM’s 390 Enduro R utilizes the same two-piece steel trellis frame as the 390 Duke, but it has been optimized for off-road riding. A bolt-on steel trellis subframe and die-cast aluminum swingarm are specific to the Enduro R compared to the Duke. The airbox has been revised, allowing the engine to be mounted higher in the chassis, improving ground clearance while still providing a manageable seat height of 35 inches.

Suspension components include a 43mm WP Apex inverted open-cartridge fork with compression and rebound adjustment (30 clicks) offering 9.1 inches of travel. A WP Apex off-center linkless shock offers preload and rebound adjustment (20 clicks) with 9.1 inches of travel. The 390 Enduro R rolls on 21-inch front and 18-inch rear wire-spoke wheels wrapped in Metzeler Karoo 4 tube-type tires. Stopping power is provided by a 285mm front disc with a dual-piston ByBre caliper and a 240mm rear disc with a single-piston ByBre caliper. Other important measurements include: 58.1-inch wheelbase, 10.7 inches of ground clearance, 364-pound curb weight, 27.1 degrees steering-head angle, and 2.4-gallon fuel tank.

Swinging a leg over the all-new Enduro R feels familiar, as it is very reminiscent of the 390 Duke. There is no hiding the streetbike DNA. This is a streetbike adapted for the dirt and not the other way around. But just like its naked bike sibling, the Enduro R packs performance. A quick sprint up Minaret Road in Mammoth highlighted the Enduro’s on-road performance, handling much more like a supermoto than a squishy dual sport. And the chunky Metzeler Karoo 4 tires provide plenty of stability and edge grip while remaining smooth and quiet. If you purchase a 390 Enduro R, know you are getting premium rubber despite its low MSRP.

A true dual sport must effortlessly transition from pavement to dirt without breaking stride, and the 390 Enduro R does just that. Jump on a twisty fire road, and the bike is right at home. The chassis is stable and planted, encouraging riders to charge the straightaways and slide the corners. But as the terrain becomes more aggressive, the 390’s suspension easily becomes overwhelmed. Charging through whoops and jumping to flat ground landings will quickly bottom the suspension, especially the shock. When the trail is rough, riding smoothly and precisely is required. The weight of the bike overloads the suspension when bulldogging through rough terrain, feeling more like a lightweight adventure bike than a dual sport. And it’s not that surprising, as the 390 Enduro R is extremely similar to the 390 Adventure R on paper.

On smooth sections of trail, whether it be single-track, two-track, or fire roads, the 390 Enduro R is more than capable of running a spirited pace. Charging down the trail at 50 mph, the chassis is planted and stable, but keep your eyes peeled for rocks, water bars, and G-outs because the suspension blows through the stroke under heavy load at fast speeds.

The suspension is taut and has holdup in the initial part of the stroke, but the mid-stroke control and bottoming resistance is not adequate for big hits. Adding compression and rebound damping increased the suspension’s control in fast and rocky terrain, but you have to be mindful of how quickly you attack certain sections of trail. But on fast, flowy, and relatively smooth trails, the 390 Enduro R shreds. And to prove that point, KTM planned a mid-ride pit stop at Mammoth Motocross track, allowing us to hit jumps and blow up berms.

The ByBre braking components are sharp and responsive. The initial bite is strong, and the power is progressive. Locking up the rear or shedding speed into a corner, the brakes never have us second-guessing our entry speed. And for the hooligans out there, nose stoppies are certainly possible.

Styling and ErgonomicsThe 390 Enduro R’s styling and ergonomics are influenced by KTM’s 690 Enduro R. Aggressive styling, in-mold graphics, and full LED lighting give the 390 a sharp and modern look. The rider triangle is neutral, upright, and comfortable. A wide, aluminum tapered handlebar attaches to a three-position-adjustable 52mm riser, and the reach to the bar is comfortable when sitting or standing. The bend provides plenty of leverage to muscle the bike into a corner.

A long, moto-style solo seat is wide, supportive, and comfortable. It’s probably the most comfortable dual sport seat we’ve experienced, but it makes the bike feel a little porky between the knees. Wide, sharp footpegs provide great grip and support for off-road riding. The two-position-adjustable footpegs are mounted fairly high to improve ground clearance, sacrificing a little bit of comfort for tall riders.

Is the KTM 390 Enduro R the Best Value Dual Sport?KTM’s 390 Enduro R offers value like no other lightweight dual sport on the market. Sure, the Honda and Kawasaki are just as affordable, but they lack the same level of performance, sophistication, and adjustability as the new 390. The Suzuki will certainly meet or exceed the KTM’s off-road ability, but lacks the legs to comfortably slay highway miles and costs $3500 more. What makes the 390 Enduro R so attractive compared to the competition is its performance, electronic widgets, and of course, a staggeringly low price of $5499. Sure, the Suzuki may have more off-road capability, but the KTM can keep a respectable off-road pace and conquer long stretches of pavement, all while keeping more money in your pocket that can be spent on an epic motorcycle adventure.

2025 KTM 390 Enduro R Specs