2022 KTM 390 Adventure: A great do-it-all motorcycle

The KTM 390 Adventure, which was launched in India two and a half years ago, has given the bike the first (albeit small) set of updates that improve the riding experience. So what’s new?

The immediate effect is that this subtle dark gray and black color scheme looks really good. The bike also gets a new set of alloy wheels which KTM says are both lighter and stronger than before. Visually, nothing else has changed, so you still get the quirky face and long bodywork that ends in a sleek and pretty tail section.

The big changes for 2022 are in TFT displays. The unit remains the same as before and is large, well kept and pleasant to look at. It includes two riding modes – road and off-road. The primary difference between the two is that off-road mode allows for a generous traction control intervention, which lets the rear wheel slide a lot before cutting power. This mode is usable in dirt and will be good for less experienced riders who might think of the KTM’s 43hp and 37Nm of torque as a bit intimidating off-road.

If you want it all turned off, you can go into the menu and deactivate the TC, as well as the rear ABS. Now what’s cool is that the TC only turns on when you cycle the key, not if the bike stops or you use the kill switch.

However, the new riding modes cannot be installed on the previous model of the 390 ADV.

While Bajaj doesn’t specifically mention it anywhere, the latest bike too treads in a slightly smoother and more refined manner. The shift action of the up-down quickshifter also feels better and works smoothly above 5,000rpm. It’s still not great at low revs, but you’ll soon know when to use the system and when it’s better to shift with the clutch. With Bluetooth connectivity, cornering ABS and traction control, this feature is another good value addition.

2022 KTM 390 Adventure: Engine & Performance

Having owned a 2014 390 Duke and now a 790, the 390 ADV turns out to be the most un-KTM KTM I have ridden. It’s comfortable, courteous, and remarkably well behaved at city speeds without any of the jerky, rave-hunting, angry pitbull-on-a-leash behavior that I know from my KTM. Its longer chassis and more relaxed steering geometry also means it doesn’t have any of the jittery, sharp steering you’d find from a Duke on bumpy roads.

Apart from the wide handlebars, it is a great bike to travel with with a lightweight clutch, smooth throttle responses and no scorching heat from the engine. Not that it’s boring either, as crossing 6,000rpm comes with a pleasant surge of power. As far as engine heat is concerned, sure, it can get quite hot, but the engine temperature is kept well controlled even in heavy jams, and the twin radiator fan set-up ensures that That you never explode from an unpleasant hot spot.

The 390 ADV has a tendency to stall at low speeds both in the city and off-road, but this can be easily corrected by installing a tooth-small front sprocket from the 250 KTM. It costs a few hundred bucks and improves low-speed tractability and in-gear acceleration, without making a serious dent in top speed—you can still cross 160kph sitting upright without too much effort. Before proceeding with the modification, it may be wise to speak to the dealer about any warranty implications, however.

On the highway, 100kph is absolutely easy and you can catch up to 120-130kph without trying too hard. On the other hand, I liked how the bike encourages quiet, submissive riding, as you can stick it in fifth gear at 50kph and enjoy a mellow ride while taking in the scenery around you. Again, how un-ktm!

There’s a slight buzz in the handlebar at cruising speed, though it really goes away when revs cross about 6,000rpm. However, you’ll have to get used to the constant high-frequency buzz in the foot pegs at highway speeds, though it’s not too bad and most riders should be fine with it.

2022 KTM 390 Adventure: Suspension

The suspension is the same, meaning we still haven’t got the international-spec, adjustable suspension and the set-up is firm too. It’s still a thoroughly comfortable motorcycle, with plenty of seating and comfortable ergonomics, but the big bumps and poor expansion gaps will jolt your back.

Slowing down the bike in a hurry requires effort on the front brake lever, which is probably due to the fact that the ADV uses organic brake pads from the smaller KTM, unlike the sintered pads that come on the 390 Duke and RC.

Off-road, things largely remain the same. The bike has a decent level of capability, with 170mm and 177mm of front and rear suspension travel and 200mm of ground clearance respectively, but it’s not particularly smooth. The handlebar is too low, the foot pegs are slanted forward, and the firm suspension means the bike bounces off more than it absorbs. With better ergonomics and better suspension, this bike can be a lot of fun. But as things stand, it’s not something you buy if off-road riding is the main intention, unless you plan on throwing some money on an upgrade.

2022 KTM 390 Adventure: Price

The 2022 390 Adventure is disappointing as an off-road-focused ADV, but it makes for a great do-it-all motorcycle. The bike is relatively mellow, which may be a downer for KTM fans, but it also makes it more appealing to a larger audience, and a more practical thing to own. While the longer 855mm seat will be a turn-off for the shorter ones, it is probably the best option for the bigger, taller riders who are looking for something under ₹ 4 lakh.

The price has gone up by around ₹6,000 for the 2022 model, and at ₹3.35 lakh (ex-showroom, Delhi), it is undoubtedly an expensive motorcycle. On the other hand, it’s an excellent all-rounder and makes you feel special – both of which make it an easy bike to recommend for someone who doesn’t put off-roading as a high priority.