It might wear L-Plates, but KTM’s mini hooligan has enough bite and back-road brilliance to put plenty of bigger bikes on notice
Recently KTM added another variant to its 390 platform, the 390 SMC R. Now to be brutally honest, if I had the choice to ride any model in the KTM range – dirt or road – the 390 wouldn’t have been anywhere near the top of my wishlist. But having spent a couple of weeks with one in my care, it was incredibly hard to give back. On paper, the numbers don’t set the world on fire: it’s LAMS approved and not even made in Austria like some of its more expensive siblings – but I can’t recall a bike I’ve ridden that punches so far above its weight and laughs harder at its own spec sheet than the 390 SMC R.
all-new engine
The 390 is powered by an all new LC4 engine, which can also be found in the Enduro and Adventure. LC4s (liquid cooled four valves) have been around for a very long time and they are completely different to those found in the KTM EXC-F pure off-road enduro bikes, both in physical size and design, and have found their way into many models over the years. Claiming 32kW (44hp) and pushing 154kg (plus me), it was hard to get overly excited when flicking through the specs sheet – but this is one bike where a case of ‘less is more’ can certainly be applied.
Firing up the little beast from a cold start, it goes into a high idle for a little while before settling down and there is very little mechanical noise, in contrast to the LC4s of old.
It pulls away via a super-light clutch and feels willing and responsive.
The test bike I had was fitted with a bi-directional quickshifter and I was very impressed with how well it worked, particularly on upshifts. Downshifts were pretty good but I still chose to use the clutch most of the time.
Depending upon your level of experience, when you first ride the 390 and just cruise around getting used to it, you could be tricked into believing it’s not going to be much fun. You’ll probably think, ‘Yay, I’m on a 44hp bike that weighs three-quarters of what a 200hp superbike does,’… but if you put that out of your mind and ride it for what it is, you will have a ball.
I was pleasantly surprised the first time I gave it a real fist full; it pulls pretty hard for a small single all the way to the relatively low rev ceiling of around 9000rpm. In fact, it will comfortably see off 90 per cent of cars on the road away from traffic lights, and more than holds its own against class competitors. A word of warning to overly keen L-Platers though: it leaps to 100km/h surprisingly quickly and will wind out to well over the legal freeway speed limit if given the chance. KTM doesn’t make a big song and dance about its official top speed, but it would definitely pull to around 155-160km/h flat out, depending on rider size, conditions and how optimistic the speedo is.
The gear ratios are close to perfect but the key is to keep the revs up a bit, which might sound obvious, but this is emphasised more on a smallish single. With a bore measuring 89mm and a stroke of just 64mm, it’s easy to see why it likes to keep itself busy.
There isn’t a huge amount of torque but keep it in the mid range and above and you will make pretty rapid progress. Vibration is minimal and overall the engine feels great. Wheelies are possible in the lower cogs but it needs a fair bit of enticement to do so. Just don’t expect to pop it up on the throttle alone; a flick of the clutch and generous revs and up she goes.
Traction control comes standard and can be turned off. Do you need it on such a bike? Look, it’s highly unlikely this little beast is going to step out and highside on all but the slipperiest of roads – but, keeping in mind the target market, it is probably a good thing. For a learner it would be great, as it’s a forgiving, easy-to-ride powerplant that inspires confidence without being intimidating – but will also allow progression as skills develop. Having said all that, on the right road and with a capable rider, you are destined
to embarrass many bigger bikes.
HANDLING AND BRAKES
A good engine is useless unless it’s cradled in a great chassis. Thankfully, the 390 SMC R delivers once again. Featuring fully adjustable WP APEX suspension, I was reasonably confident it was going to handle well… but this thing is a scalpel; the tighter the road, the better it is.
In KTM-speak, ‘SMC’ stands for Super Moto Competition, which sounds very official but really just means a dirtbike that’s swapped its knobbies for sticky 17-inch road hoops and has discovered how to wheelie. The 390 obviously points to its 398.7cc single-cylinder donk, SMC tells us it’s built for supermoto mischief, and the R is KTM’s way of saying it’s the spicy version (sharper, tougher and generally more likely to encourage bad behaviour).
It’s a big call labelling a bike a supermotard, even in the middleweight class, if it can’t deliver the desire to release a little bit of inner hooligan – but it does. On the morning we set out to capture our action pics, we were faced with really heavy fog and damp roads. By the time we’d finished, the road had dried and I was able to exploit the bike’s handling to its potential, and thankfully get rid of the chicken strips.
Speaking of tyres, the 390 comes fitted with Michelin’s Power Sport 6, which once again is very impressive at this price point. It handles very well, from low-speed urban riding and commuting to faster-flowing stuff, it’s very easy to manoeuvre and has a lot of steering lock which is handy when doing tight U-turns or parking it in a garage. The 390 thrives on corners and would be so much fun on a track. Sure, you’ll get eaten up by a lot of bikes on the straights but that’s not where the fun is. The fun for me would be reeling some of them back in and then having them realise you’re only on a 390.
Stability at freeway speed is also very good. The suspension does a great job of keeping the bike settled and, being a motard, it has a bit more travel front and rear than some of its competitors – which in a lot of ways helps with our crappy roads. You still won’t be aiming for potholes like you can on a dirt bike but it’s nice to know it’s going to cope pretty well if you do hit the odd one unintentionally. A standout on the 390 for me was the front brake. It’s not a fancy Brembo; it’s just a two-piston caliper grabbing a single 320mm disc but it works incredibly well even after multiple heavy stops. I tried to make it fade. Couldn’t do it. And in true motard style, there’s enough power to easily stand the bike on its nose if you so desire.
The rear brake is not bad and the ABS can actually be turned off if you select Sport mode on the dash. This allows you to slide the bike into corners – again, much like supermotard riders of all weight classes. Regardless of ride modes, the ABS always remains on at the front end, which is mandatory and a good thing, especially for new riders.
You’d be forgiven for assuming this bike was just an afterthought from KTM. ‘Let’s throw some 17-inch wheels and a big front brake on that new 390 Enduro and call it a motard!’ But that simply isn’t the case. It really feels like it’s been developed from the ground up with its own unique identity.
ERGONOMICS AND AESTHETICS
At 180cm tall and just shy of 90kg, I found the 390 quite a pleasant place to be. It’s a pretty neutral riding position but very upright, which feels fairly similar to a dirt bike. The seat is okay but it’s not somewhere you’d want to spend hours and hours on. It’s a little on the firm side for a road bike but at 48 years old, younger bums might find it fine.
There’s room for a pillion if you want, and the peg position doesn’t look too cramped. I mentioned earlier that the bike itself feels fine at freeway speeds, however wind protection is non-existent. But this isn’t a bike for doing long days on boring straight roads. There are better bikes in the LAMS sector for this and, in its defence, I doubt many buyers would be planning to do long-distance touring anyway. There’s a KTM 390 Adventure for that. It would, however, make a brilliant little commuter. Lane filtering is a breeze, with great low-speed agility and the upright position helping to see what’s happening ahead.
The switch blocks are well positioned and both the clutch and brake levers are span-adjustable for reach.
I went for a ride at night to assess the LED headlight performance, and on low beam it casts a pretty good spread and is reasonably bright. High beam, however, was not so good; it was actually aiming at the tops of telegraph poles. I didn’t have time to check but on KTM and Husky dirt bikes I’ve had over the years there’s a screw behind the headlight shroud that allows adjustment. I hope this is the case on the 390, otherwise it wouldn’t be good enough for rural riding at night; there just isn’t enough distance thrown by the beam.
If rural riding is your thing, you may also want to keep in mind that the fuel tank holds just nine litres. KTM claims between 3-4 litres per 100km but I got nowhere near that.
Initially I felt ambivalent about the appearance. From some angles it looks great but some not so much to me. When I think of supermotards, I picture full-blown 450cc motocross bikes with 17-inch wheels, whereas to me the SMC R looks more like a naked bike with a tall front mudguard. The looks did grow on me over time, however there is something I just can’t pinpoint that would prevent me from ever really loving the look of it. But that’s just me.
The build quality is something I was interested in when I received the bike – this being the first KTM I’d tested that was made in India. The quality is very high, the frame welds look tidy, everything feels solid and overall you would be hard pressed to pick any lack of attention to detail.
The front brake line, however, looks way too long and vulnerable and the guard under the rear end to protect the offset rear shock absorber doesn’t really protect anything – but other than that I couldn’t fault it.
The TFT dash is worthy of high praise. It’s small but crystal clear and offers all the info you need, as well as navigational capabilities when connected to a smartphone. The two ride modes, Street and Sport, offer minimal customisation but it’s a cool feature nonetheless, and there’s even a USB-C port to keep your device charged.
THE VERDICT
Today’s learner riders are spoilt for choice but this little KTM has scored very highly in my books. As someone who has been riding bikes for 44 of my 48 years, I would definitely recommend considering the 390 to anyone embarking on their motorcycling journey.
It’s a very easy bike to ride and learn the basics on. A big wide handlebar and an upright position will not have you regretting your decision after the first ride.
As you gain experience, there’s enough grunt to keep anyone entertained.
Those Michelin Power Sport 6 tyres are a top choice and it handles way better than a $10,600 bike has the right to.
The 390 SMC R should be cheap to run and maintain, and even if you only have basic mechanical aptitude, easy to service yourself.
My only gripe was the high beam adjustment that was good for spotting nocturnal marsupials but not down the road.
I also think the nine-litre fuel tank capacity will play on your mind if you get lost in the hills having fun with the throttle.
But the most important thing is the fun factor, because the 390 SMC R genuinely is an absolute hoot to ride.
My initial lack of excitement and expectations quickly faded as I realised just how much fun a 390 LAMS motorbike can be. Take one for a spin if you get the chance. It’s a blast.
✅ PROS – Cracking little performer that is willing and able to keep anyone entertained.
❌ CONS – High beam on test bike aimed too high, not sure why the brake line needs to be so long, small fuel capacity.
THE RIVALS
Suzuki DR-Z4SM – $11,500–$12,500 ride away
Kawasaki KLX230SM – $8500–$9000 ride away
CFMOTO 450MT – $8495–$8995 ride away
Husqvarna Svartpilen 401 – $8990 ride away
SPECIFICATIONS
ENGINE
Type Liquid-cooled, DOHC, 4-valve single-cylinder
Bore & stroke 89mm x 64mm
Capacity 398.7cc
Transmission Six-speed
Clutch PASC slipper
PERFORMANCE
Power 32kW (44hp) @ 8500rpm
Torque 39Nm @ 7000rpm
CHASSIS
Frame type Steel trellis
Rake 63.1°
Trail 11mm
SUSPENSION
Type WP APEX
Front: USD fork, fully adjustable, 230mm travel
Rear: Monoshock, fully adjustable, 230mm travel
WHEELS & BRAKES
Wheels 17-inch cast alloy
Tyres Michelin Power 6
Brakes Front: 320mm disc, two-piston caliper, ABS Rear: 240mm disc
DIMENSIONS
Seat height 860mm
Weight 154kg (claimed, without fuel)
Fuel capacity 9 litres
BUSINESS END
Warranty Four years
Price $10,695 ride away
Contact ktm.com/en-au
