Cycle News is a weekly magazine that covers all aspects of motorcycling including Supercross, Motocross and MotoGP as well as new motorcycles
Issue link: https://magazine.cyclenews.com/i/1186100
K TM 390 ADVENTURE PROTOT YPE R I D E R E V I E W P84 RC variants is a key ingredient in what makes this such a good motorcycle, and anyone who's ridden the 390 Duke will know how good a motor it is. It whirrs instantly into life at the thumb of the starter button, before deliver- ing really punchy acceleration up through the gears, though you must keep it revving above 4000 rpm for smooth pickup on a wide open throttle without any trace of transmission snatch. With 30Nm of torque already on tap at 6000 rpm, you don't need to use the smooth-shifting six-speed gear- box too hard, though this has a light, progressive-action clutch that feeds out very controllably in city use. And both the clutch and brake levers are adjustable— not something you see on other such entry level products. Elsewhere, the optional two- way powershifter was perfectly set up with just the right amount of pressure needed to operate it in either direction, and this is hugely advantageous offroad, too—you have a greater sense of control when you don't have to use the clutch on loose sur- faces, but can hold on tight to the handlebar grips to steer your way out of trouble. Revs mount steadily rather than hurriedly, though, but up above 6000 revs acceleration is even more zest- ful, and there's a good sense T o create the 390 Adventure, KTM has essentially employed the same broad platform as the 390 Duke, especially its mechanical package which is relatively un- changed, but with its chassis exten- sively modified for dual-purpose poten- tial. "We've tried to use the 390 engine to make a proper small displacement enduro for the entry level segment, that's a full-size motorcycle, not a kid's bike," says 390 Duke Project Leader Michael Landsiedl. "Our objective was to make an affordable all-rounder with truly versatile performance both on- and off-road. It had to be made for everyday riding on the street, with proper space for a passenger, but also had to have genuine off-road capability on all kinds of terrain, and especially on dirt roads." This means the liquid-cooled 373cc four-valve motor running a high 12.6:1 compression and measuring 89 x 60mm with chain-driven DOHC and DLC-coated finger followers, plus a single gear-driven counterbalancer, delivers the same 44 horsepower at 9000 rpm as in the 390 Duke (so it's suitable for A2 EU licence hold- ers). Maximum torque of 27.29 lb-ft is delivered at 7000 revs, in a bike weighing 348 pounds dry, or 379 with a full 3.83-gallon fuel load that offers a range of over 250 miles, according to Landsiedl. That's despite the addition of twin catalytic converters in the stainless steel exhaust, which will allow the already Euro 4-compliant new model to meet the forthcoming much stiffer Euro 5 emission norms. The cooling system is all-new, with a curved radia- tor and dual fans. "We've tried to keep the rider comfortable even in extreme conditions by keeping temperatures down," says Landsiedl. The same six-speed transmission with cable- operated oil-bath slipper clutch from the Duke is retained here, but with the Quickshifter + two-way powershifter fitted to my test bike only available as a KTM Powersports option. The 390 Adventure's Bosch ECU offers ride-by-wire control of the 38mm Dell'Orto throttle body, whose airbox is mounted under the seat to help deliver a lower seat height and more compact packaging, and has been remapped for more versatile on/off- road use, albeit still with just a single riding mode. Switchable lean-angle- sensitive traction control comes as standard, together with Bosch's 9.1MP Cornering ABS which can be switched to Offroad mode if needed, whereby ABS is deactivated on the rear wheel and reduced on the front, with data from the lean-angle sensor no longer active. This allows you to lock up the rear wheel to steer into turns if you're expert and/or brave enough, while reducing the front wheel's ABS effect on loose surfaces, so providing more stopping power while offering more se- cure braking in the dirt. "The ABS set- tings have been developed to ensure maximum braking power and minimal intrusion," says Landsiedl. This engine is installed as a fully stressed member in a tubular steel trellis frame with detachable subframe that KTM claims to be derived from its Dakar-winning 450 Rally, though its wet sump format means the taller mo- tor inevitably sits higher relative to the wheel axles in the 56.3-in wheelbase. This makes the frame design closer to the updated 2017-onwards 390 Duke chassis, but with a 15mm longer cast aluminium swingarm to give space for deeper section off-road tires if neces- sary. Continental's well-proven TKC 70 tubeless dual-purpose rubber is fitted as standard to what are claimed to be extra robust 19-in front/17-in rear BUILD IT WILL COME AND THEY