Team Orange’s biggest bruiser delivers performance that hits every bit as hard as the numbers suggest, on and off the beaten track
As is KTM’s way, the 2026 1390 Adventure R is a development rather than a new release. The long-lived LC8 V-twin engine gets an update, the bodywork gets a workover and technology is lavished on the new bike. The bath water is kept tightly in the bath. KTM seems to run on a philosophy of “improve only what needs it”. The 1390 Adventure R is unmistakably the brand’s flagship shape and colour but obviously new. It also gets passers-by’s eyes popping when they read that number on the side of the fuel tank… “Really, it’s 1390cc?” Not one to split hairs publicly, I just respond with “Yep”. They come back with, “I bet it goes!” “Shit yeah!!” is about the best I could manage.
Updated Updates
At the heart of the beast, the engine has upped in capacity from 1300cc to 1350cc via a bore increase of 2mm. Manufacturers seem to be chasing emission regulations while keeping the development wheel turning. Key to this upgrade is what KTM call Camshift, essentially changing inlet valve timing in a fraction of a second.
By having two profiles to choose from, the V-twin can optimise power, torque and efficiency – a system we’ve seen used by other brands recently. Valve seats have had a revision to make them more durable and dissipate heat more efficiently.
Service intervals for valve clearance checks have doubled from the 1290’s 30,000km. KTM also tell us they have improved serviceability of the engine and tweaked it for increased durability.
The 1290 model’s stressed member chassis beef-ups include increased diameter and wall thickness in tubing, increasing stiffness across the three parameters of longitudinal, lateral and torsion, but most importantly, KTM claim a 73 per cent increase here. Adding more power making more twist seems logical.
The handlebar is 30mm wider and footpegs get a tweak, lowered 8mm to increase comfort and control. The 8-inch TFT screen has new coatings to improve visibility, and inside the resolution and colours have had a boost. On-board navigation, smartphone paring, on-the-fly ABS switching and cruise control (not in optional Rally Mode) are controlled by reworked switch blocks.
The standard crash bars are beefed up with more coverage and fixation points. Those fitted to the test bike had been given a solid test prior to me getting it… honest!
The Super Adventure facelift is quite extensive: improved LEDs, cornering lighting, 70mm of screen adjustment and wind-tunnel designed wings and tank spoilers. A revised fan blade and duct system directs heat away from the rider’s knees.
The brakes have received attention with a new Brembo master cylinder, presumably to increase fluid movement for more power and feel.
Keyless ignition and locking, tyre pressure monitoring and a steering damper are included.
Ok…how did it go?
My first response – and of those around me – as it was unloaded from the trailer was, “Oh my god, it’s massive!” Indeed, in the flesh this is a big jigger – but climb aboard, fire up the V-twin, click into first gear and the bulk vanishes by some act of Austrian slight of err… bike. While it’s still a little on the tall side for my stumpy legs, on-road I mostly felt I had the plot on my terms.
Carefully scrubbing in new tyres allowed me to ease into the prodigious power output. It immediately signals that if the rider lapses in the attention stakes, physical or licence injury could be significant.
My destination was a family get-together in icy Ballarat, and my first reaction was where the hell are the heated grips? In single-digit temperatures on a premium-priced bike, I expect more. Cold hands are a safety issue, as important as brakes in my opinion.
KTM have the longest and most elaborate accessory cattle-dog. For example, they claim to have 11 different seat options. Personalising a bike is one thing, but many of the standard items on the Chinese entrants’ bikes will cost extra if purchasing a Kato. Extra ride modes, radar, adaptive brake light, quickshifter and engine braking control all cost significant dollars. That list will set you back around $3k.
A route that avoided freeway boredom saw me doubling the time it took to arrive; roads were wet, the sky was grim. Travelling alone meant that slippery dirt was off the menu. That would have to wait until our planned trip home.
Passing numb-nut dawdlers on B roads had me worried that the bike had front-end handling issues. It took me a few attempts to ken that the front wheel wasn’t spending much time communing with the tarmac while shooting off around them.
Yep, this bugger will loft the front wheel easier than you can blink. Even in Rain Mode, the traction control light was flashing as I attacked a rare set of mostly dry twisties.
While KTM “guarantee improved wind protection for maximum comfort with minimal wind noise”, it didn’t work for my 185cm frame. It was both noisy and buffeting no matter where the screen was set. The screen spoiler or touring screen would be a non-negotiable extra for me.
Being a KTM owner, the TFT tech system was easy to access and navigate but… there is so much inside that system that I can’t help thinking it’s a possible distraction danger for new riders. Naturally, as one settles into ownership these distractions should become normal life on the bike.
After a couple of days doing the family thing, it was time to concentrate on riding this technological and mechanical tour-de-force. Especially getting to grips with it in the dirt.
Then, bizarrely, a few minutes down the road the bike warned that I was out of ‘key range’… despite me having the fob safely in my pocket.
I pulled into a carpark, the bike stopped, locked and I was stranded.
Photographer Janette brought me the second fob. No joy. We replaced the batteries on both with no success. After consulting Dr Google, we connected a jumpstart power pack to the bike, left it for five minutes… and low-and-behold the thing unlocked, powered up and started.
I limped the bike to the closest dealer, booked a motel and waited for Monday morning. Repeating the process a few times each time I needed to turn it off.
The short story is that the bike had missed an important software update when the new tyres were fitted.
Disappointingly, I missed the window of opportunity to ride the bike any farther; by the time the mainframe allowed the dealer to update the bike’s brain, the weather had turned bad.
KTM’s 1390 Super Adventure R is a big bike bristling with tech, delivering stonking power, splendid handling and a mostly comfortable ride.
What has concerned me for a while now is the question of the lifespan of these techno-bikes… Struth, we change smartphones every four or five years (or sooner) because they’re close to obsolete. How will a laptop on wheels be faring 20 years from now?
✅ PROS – Huge V-twin power and torque, remarkably agile for its size, excellent WP suspension and handling, comprehensive standard electronics.
❌ CONS – Heated grips still cost extra, windscreen noisy and buffeting for taller riders, desirable electronic extras quickly add thousands, software glitch left us stranded.
COMPETITION
DUCATI MULTISTRADA V4 RALLY– $43,825 ride away
BMW R 1300 GS ADVENTURE – $38,490 ride away
TRIUMPH TIGER 1200 RALLY PRO – $32,390 ride away
SPECIFICATIONS
ENGINE
Type 1350cc, liquid-cooled, 75° V-twin, DOHC with Shiftcam
Transmission Six-speed
PERFORMANCE
Power 129kW (175hp) (claimed)
Torque 145Nm (claimed)
CHASSIS
Chrome-moly steel trellis
SUSPENSION
Front 48mm WP XPLOR USD, fully adjustable, 240mm travel
Rear WP XPLOR PDS, fully adjustable, 240mm travel
WHEELS
21-inch front, 18-inch rear, spoked aluminium rims
BRAKES
Front Twin 320mm discs, four-piston radial Brembo calipers
Rear 267mm disc, two-piston Brembo caliper
DIMENSIONS
Seat height 880mm
Ground clearance 242mm
Wheelbase 1577mm
Fuel capacity 23L
Weight 248kg fully fuelled
PRICE/WARRANTY
$35,995 ride away/four years
CONTACT
ktm.com/en-au
