KTM

KTM 390 Enduro R: the new mid-size trail bike with enduro DNA

This 390 Enduro R model represents a new type of motorcycle in its range, venturing into the off-road and trail segment to conquer sales of a type of motorcycle that has proven successful for other brands. This 390 appeals to a wide variety of motorcyclists, from those with an A2 driving license to some who own larger trail bikes and are looking for a lighter and more compact option for off-road riding.

This Enduro R is new in terms of aesthetics, bodywork and enduro design, although both its engine and chassis are well known, as it is a platform already seen in models such as the Duke 390 and the Adventure 390.

Remember that the engine block is the same for the 125/390 variants, the difference being the displacement and what that implies in terms of different pistons, cylinders, cylinder heads, etc. This also involves applying the same spirit and concept of the best-selling 690 Enduro R to these engines/chassis, in order to fill the gap for customers who want to buy a motorcycle with this 690cc concept, but in a smaller size and with lower performance.

ADAPTATION ACHIEVED...Logically, when I say that the chassis and engine are the same as the Duke, these components have been adapted for their new main use. Thus, the two-piece steel trellis frame of the Generation 3 was modified in its steering geometry, steering yokes, 25mm diameter handlebars, subframe with different shape/fixing points and a long one-piece seat.

All that was necessary to provide an enduro-style riding position, as well as greater agility and off-road stability. Naturally, the chassis was designed with greater ground clearance, equipped with 21” spoked wheels at the front and 18” at the rear, with Metzeler Karoo 4 knobby tires in sizes 90/90-21 and 140/80-18. Not forgetting the WP suspension with slightly longer travel and a rear swingarm designed specifically for this version.

It comes equipped with a 43 mm open cartridge WP Apex front suspension, with compression and rebound adjustment on each leg in 30-click increments. At the rear, it has a WP Apex shock with offset and 230 mm of travel, adjustable in 20 clicks for rebound and spring preload.

The riding position includes repositioned footpegs and enduro-style footpegs, further reinforcing the off-road focus of this model. This dual-sport motorcycle features a 4.2-inch rectangular color TFT instrument panel and electronic solutions such as fully switchable ABS for off-road riding.

Equipped with a new generation of lightweight single-cylinder engines, called LC4c (“c” for compact), which debuted in the new KTM Duke range. Taking advantage of the experience gained with the previous generation of single-cylinder engines, this engine has been redesigned, with an optimized cylinder head and gearbox. Gear changes require less effort thanks to the new 6 mm guides on the front suspension pins, compared to the previous 5 mm guides.

OPTIMIZED ENGINE...In addition, there are other small modifications, such as the shape of the selector drum to facilitate the shift between 5th and 6th gears, smoothing the movement of the gears along the shafts. The gear lever travel has been reduced, resulting in a faster and more responsive action.

It comes standard with an anti-lock assist clutch system, featuring optimized gearing between the clutch bell and flywheel that reduces weight and facilitates clutch control, along with an optional quickshifter+ quick-shift system.

The exhaust system is made of stainless steel, with a very compact design, and is located entirely under the engine, eliminating the need for a rear silencer and saving 2 kg. This new exhaust system is equipped with a double catalytic converter to meet Euro 5+ emissions standards.

GOOD BASE...We tested the new KTM 390 Enduro R on trails, tracks, singletracks and roads. It is completely different from the previous model, so we expected a true off-road machine to fill the gap the brand had in this displacement. But as soon as we got on the bike, we noticed a slim profile for a trail bike, but large and not as light as an enduro.

The riding position is correct and comfortable both on the road and on rough terrain, in which case the rubber footrests are removed. The instrument panel is easy to use, but a little difficult to read while riding for those who are starting to have presbyopia, as the graphics are small. What we don't quite understand is the absence of a fuel gauge; only a low fuel warning light comes on, and there's no way to know how much fuel is left.

On the road, it performs very well for a trail bike of this type, with a well-spaced gear ratio that allows it to reach a good average speed, although the lack of fairing makes it a little uncomfortable for riding fast.

It's a sporty engine, agile from the mid-range onwards, with good performance on open roads and a love of speed. But, for this reason, we didn't feel so comfortable off-road, which forced us to use the gearbox quite a bit, which, by the way, works very well.

Therefore, on this 390, to avoid frequent use of the clutch, we opted for the quickshifter. Incidentally, it comes standard, which is uncommon in the segment, and adds value to the bike.

FORTY...It's a fun and efficient engine that makes its more than 40 hp quite noticeable, a remarkable number in its category compared to natural rivals like the Honda CRF 300 L and the Voge 300, which have smaller displacements but also cost less. The engine is ideal for trails and enduro, especially on tracks and paths where you like to accelerate and enjoy its sporty character.

In short, the bike encourages a good pace and makes it easy to maintain thanks to a well-tuned engine setup for trails. There's a noticeable difference between the two engine maps, Street and Off-Road, each easily selectable. Traction control is also easy to disable for those who prefer not to use it off-road, although, when activated, it's not overly intrusive.

The 390 is better suited to off-road tracks than slow, winding trails, and both its engine and chassis are geared more towards sporty riding than off-road proper. That said, the bike's chassis configuration can certainly help us enjoy light off-road enduro-style rides, where we don't want to overcomplicate the route by venturing into slow and technical sections for which this 390 R wasn't designed. The concept is clear: enduro style, trail bike performance.

We would have liked a bit more low-end torque for tight corners on dirt roads, where the ability to accelerate in second gear without clutch slippage, with the typical torque of a 398cc 4-stroke engine, sometimes makes a difference. Furthermore, as the main gear ratio is designed more for open trails than enduro, it can feel a bit long for off-road use. Therefore, on slow and technical climbs, second gear struggles and it's necessary to downshift to first. On open terrain, we were still adjusting gears because we always found ourselves undecided between two options.

The riding position is good, enduro-style, except for the hardness of the seat, which slightly compromises comfort.

The suspension performed adequately, even with the settings quite high, and yet, contact with the ground was still noticeable. The 21" and 18" spoked wheels are a great addition, and the tires, while not tested in extreme off-road conditions, performed well on both asphalt and dirt, ideal for trails. Braking is good, offering excellent off-road sensitivity, with switchable ABS that makes riding easier. However, the brakes show some loss of efficiency under heavy use on asphalt.

A dual-sport motorcycle to consider, but remember it's a trail bike and the "enduro" designation is just marketing. The 390 is better suited to dirt tracks than winding, slow roads, and both the engine and chassis are geared more towards sport riding than off-road. That said, the bike's chassis setup can certainly help you enjoy light off-road rides where you don't intend to push the limits. Enduro looks, trail bike performance.

Reporter: Santi Ayala