The KTM 390 Adventure has been labelled ‘practical’, ‘accessible’, or even ‘sensible’ pick amongst the three variants on offer. But would you ever associate these words with any KTM? I know I wouldn’t. And by being any of these, is it any less of a KTM?
At first glance, one wouldn’t think so. It has the same tall, rally-bike-like silhouette as the other two variants. That means the Adventure X has the same vertically-stacked LED projector headlights flanked by DRLs. Even its tall windscreen and ADV-style beak add to its cred. But then, you’ll notice those changes that make it ‘practical’.
The 19-inch front wheel is a compromise by design, chosen to juggle trails and tarmac without committing fully to either. Then there’s the non-adjustable suspension that favours predictability over playfulness, while the alloy wheels (and the tubeless tyres they enable) prioritise convenience.
But when I swung my leg over, it didn’t feel like I was astride a low-spec model — because the second-gen Adventure X isn’t that anymore. The 5-inch TFT came alive and flashed a small ‘Street’ in the corner, a quiet reminder that this supposedly sensible KTM now comes with riding modes. And that’s not it, even cruise control and switchable traction control are now part of the package. One of the things that I liked on the first-gen 390 Adventure X was the lack of electronics. Except for switching off the ABS at the rear wheel, there wasn’t anything to fiddle with. It was the rider who needed to adapt to the terrain, and not the other way round.
The disappointment only grew when I realised ‘Street’ mode was too civilised — just like on the S variant. To feel all that naughtiness in the 398.63cc LC4c engine, keeping it above 6000 rpm was the best bet. And the slick quickshifter only helped the case. Past the 6k mark, there’s nothing ‘sensible’ or ‘accessible’ about the bike. The smaller 19-inch front wheel only provided more feedback, and though the Apollo TramplRs were nearing the end of their life, there was adequate grip to do the kind of hoonery that I’d attempt on a Duke. But it also had to come close to what the Adventure S felt off the tarmac, no?
Switching to Off-road mode dials down the traction control intervention and switches off the ABS at the rear. As was the case with the Adventure S, this mode felt more alive… more KTM. The TC light was flickering now more often, sometimes even in third or fourth gear as the 3.9 kgm of torque attempted shredding more of the already-worn-out tyres. Meanwhile, the non-adjustable 43-mm WP Apex forks and preload-adjustable monoshock worked flawlessly to iron out anything that the trail threw at us. Though the 228-mm ground clearance is less than the other variants, at no point did it feel inadequate to complete the task at hand.
But still, there was this feeling of restraint. So, I switched off the traction control, and then there was looking back. But even then, the bike always felt it control. The narrow waistline of the bike allowed me to grip it very well between my legs, and things like the low-rpm assists made life easier through technical sections — when was the last time you rode a KTM that crawled through traffic/trail with zero clutch and minimal throttle input? I know the answer — never.
On paper, the KTM 390 Adventure X makes all the right arguments. It’s practical, approachable, and easy to justify… even to you family that would much rather hear about comfort and safety than torque and throttle response. And at ₹3.28 lakh (ex-showroom), it’s hard to argue with the value on offer. You get a well-rounded package that fits neatly into everyday life, one that behaves when asked and doesn’t demand constant attention. But when you want it to, the Adventure X quietly drops the act. Beneath the sensible choices and grown-up reasoning lies the same restless KTM DNA, waiting to be let loose. It convinces the world you’ve matured, while reminding you, at just the right moments, that instinct doesn’t disappear. It only learns when to stay quiet.
