2026 KTM 390 ENDURO R

The engine is a peppy thing. Initially it seems to lack a little bottom end and, true, it's not the gruntiest of engines, but surprisingly, it still pulls relatively strongly even from very low revs. But get it spooled up and this is where the Enduro does its best work. It loves to rev and when you're enthusiastic with the throttle and the slick six-speed gearbox, well, the Enduro gets up and boogies. There was an optional Quickshifter+ fitted to the test bike I rode, and I wouldn't even contemplate buying one without it personally. It's an incredibly handy tool when you're banging through the bush.

The Enduro R will meander down the highway at 110km/h without feeling like it's about to launch a piston through the head and, with its peppy character, I reckon it would be equally as happy commuting through town as it would be carving its way through the bush.

WP supplies the boingers, with a fully adjustable 43 mm APEX open-cartridge fork up front and a split-piston monoshock at the rear with rebound and preload adjustment. Both ends offer a generous 230 mm of suspension travel.

For stock suspension, both ends work very well. Part of that comes down to the bike's relatively light 159kg weight, which makes it a pleasure to throw around, particularly if you're used to riding larger adventure bikes like I am. It's only as the speeds climb that the suspension runs out of prowess. It will bottom out if provoked with big enough jumps but, like I said, it's not an enduro bike. The sidestand also had clear witness marks where it had been dragging on the ground, although it never caused any issues.

There is a tendency to shake its head and feel nervous over rough terrain once speeds climb beyond about 80km/h. Nothing a steering damper won't fix, but it's certainly something to be aware of.

The ergonomics deserve a mention too. Whether you're sitting or standing, the riding position is excellent. The slim bodywork gives you a flush surface to grip with your legs, while the seat is surprisingly comfortable without restricting movement. At 186cm, I'd probably fit bar risers, but for anyone shorter I reckon the standard setup will be spot on.

The nine-litre fuel tank isn't exactly generous, but the engine appears to be pretty economical, so you won't be too worried about fuel. The only real downside is that the tank is made from steel, which means it's going to be more prone to dents if the bike hits the deck.

The 4.2-inch letterbox-style TFT display is lovely and, compared to the basic LCD or analogue dashes you'll find on some trail bikes, it feels decidedly premium. Bluetooth connectivity brings turn-by-turn navigation, music control and call functionality, while a USB-C charging port keeps your devices topped up. Illuminated switchgear is another nice touch and, best of all, there's a dedicated ABS-off button.

The traction control works well in all but the slimiest conditions, as does the ABS. That said, I turned both the traction control and ABS off. On this sort of bike, it's nice to have them if you want them, but it's even nicer to be able to get rid of them when the terrain demands it. It's a credit to KTM that an entry-level bike gets this level of tech, especially tech that works so well.

FINAL THOUGHTS:

Braking duties are handled by Bybre, Brembo's entry-level hardware, and they're well suited to the bike's design brief. At no stage did I find myself thinking, "Gee, I wouldn't mind a bit more stopping power or feel."

Whether you're buying your first dual-sport or you're an experienced rider chasing a lightweight play bike, this little KTM delivers far more fun than its modest capacity might suggest. Hell, I reckon with a set of motard wheels fitted it'd make an epic commuter. And that's the 390 Enduro R in a nutshell. It's not the sharpest enduro weapon in the paddock, but it's ready and waiting to do just about anything you ask of it.